California highways and public works

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and PoBUc Works

OJificial Journal of the Department of Ttiblic WorK:S
State of California

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ALONG THE KERN IlIVER

TABLE OF CONTENTS.

Page
Frontispiece — View of tlie State Capitol, with inset of Govenior C. C. Young.
Road view on the Peninsula highway in San ^lateo County.

The Why of Coordination — Governor C. C. Young 2

Our Joh—B. B. Meek 3

Tree Planting and Public Utilities — State Highway Maintenance Department 5

State Highways — Past, Present, Future — Ralph Bull, Chairman, California Highway

Commission 6

Putting the "Riglit" into Water Rights — Harold ConMing, Chief of the Division of

Water Rights 7

Building California's Buildings — Geo. B. McDougall, Chief of the Division of Archi-
tecture 8

Highways are California's Arteries and Water is Its Life Blood — Edward Hyatt, Jr.,

^ State Engineer 10

§ The "Oil Mix" Method— r. E. Stanton, As.nstanf State Highway Engineer 12

K

Editorials-

Telling of Ourselves and Why We Are 14

California's P'uture Presses the Present 14

Some Problems of Coordinated Water 15

A Few Thoughts on Speed and Safety 15

^ Legislators View Northern Dam Sites 16

\- News of California Highways 20

^ Progress Reports from the Field 23

1!)2S Road Program in Pivjiaration 24

cs^ One Detour — and Another 27

c IjOs Angeles Traffic Compared with Chicago 29

* October Record of Bids and Awards 35

r^ Watei- Pei-mits and Applications 37

DONNER MEMORIAL, BRIDGE.

DcK^^^s)oe-^t3oc^N!»Q./'l)5cJ^.aKL^^

2—55619

You and I have a splendid task before us. We have gone a long way forward in
California — gone forward inspired by the hearty approval of a people whose heart is
fundamentally sound, whose ideals are fundamentally high. In fairness to that people,
there must be no backward step. We must hold all the ground we have gained in the
past. We must press on to new achievements for the future. We must keep pace with
the growth of a growing world. — From Governor Young's Inaugural Address.

TECHSlorOGY

152S942

('.\ LI FORMA II K; II WAYS A^'D PUBLJC WORKS.

The Why of Coordination

By C. C. Young, Governor of California.

TIIK creation of the Department of Pub-
lic Works i-epresents an effort to bring
about a better coordination of various
divisions of the government of California, the
activities of which are more or less allied.
Through such coordination it is hoped that
cooperation can be increased and duplication
decreased ; that efficiency can be promoted
and Avaste reduced to a minimum.

The newly created Department of Public
Works assembles in itself those agencies of the
state goverinuent which are largely concerned
with engineering problems, and which main-
tain engineering staffs commensurate with the
activities with which tliey
are enti'usted. Tlie better
coordination of these
agents ]iermits the mass
concentration of engineer-
ing and technical forces of
the state upon perplexing
])roblems that may arise
Avitliiu any divison.

Tlie advantage of this
will become apparent when
the agencies of the state
government included in
the department are enu-
merated. These are :

GOVERNOR C. C. YOUNG

believes thoroughly in the doc-
trine of putting more business
into government. He tells here
the reasons for the creation of
the State Department of Public
Works and for the other coordi-
nated departments of California's
state government, created by
enactment of the last legislature
in bills suggested and signed by
him.

Division of Highways.

Division of Engineering and Irrigation.

Division of AVater Rights.

Division of Architecture.

In addition to these major divisions the
department is also entrusted with the enforce-
ment of tlie i)rovisions of the State Carey
Act, which provides a i)rocedure for the
reclamation of desert public lands, and
also provides for engineering investigations
in cooperation with tlie United States. The
department also is charged with the care of
tlie ])orts f)f p]iireka. San Diego and San Jose,
and, for tlie next ten years, with the mainte-
nance work of the State Reclamation Board.

The vital interest of this department to
the people of the State of California should be
ajiparent at a glance. The coordination of
the various governmental agencies enumerated
above into one department should reduce, and
is reducing, the amount of lost motion, elimi-
nating useless duplication both in money and

in labor, and increasing the efficiency with
which the work of the state is being conducted.
The plan fits admirably into the newlj'
established cabinet, or council, system of Cali-
fornia, as it enables the activities of these vari-
ous divisions to be clearly and comprehen-
sively presented to the attention of the Gover-
nor of the state and the members of his
council.

The creation of the Department of Public
Works is but a part of the general revision
of California's government that this year has
seen. The general reason for this reorganiza-
tion of the activities of the state can be seen at
a glance. In this connec-
tion, it may be in order to
repeat here what I have
recently said elsewhere :

"As the state's activities
became more and more
complex a very large num-
ber of boards, commissions
a n d institutions w ere
created, and a very large
number of officials em-
ployed, all operating inde-
pendently of one another,
all appointed by the
Governor and responsible
to him, all theoretically
under his direction, but so many and so
varied that no one of them has been able
to receive any adequate share of his atten-
tion. Finally there had arisen more than
a hundred of these governmental agencies,
each of them performing a function so
essential that it must of necessity be main-
tained, yet, when taken together, so many
in numbei- that ])ro])er supervision seemed
impossible.

JMoreover, there Avas much wasted effort,
since many of these agencies were so inter-
related in their nature that their functions
often overlapped. There was also frequent
conflict when work done by one agency
failed to harmonize with the work carried
on by another Then too there were natural
rivalries among the various agencies as to
the relative amount of state support to
which each was entitled. Altogether it pre-
sented an imi)ossible situation for which a

(Continued on page 4.)

CALIFORNIA HIGHWAYS AND PUBLIC WORKi^.

Our Job

Building California is the job of the Depart-
ment of Public Works, says Director Bert B.
Meek. It requires a big effort and a big consecra-
tion. In the article below, Mr. Meek tells what
he thinks of the work. It is not a task, he says,
for "Yes-men" and "Amen-ers," but for men and
women of informed opinion and independent judg-
ment, devoted to the service of California.

By B. B. Meek, Director, Department of Public \S'orl<s,
State of California.

THE THOUGHT that I would convey to
every official and every employee of the
Department of Public Works in this,
the first issue of California Highways and
Public Works, is that YOU form the BUILD-
ING branch of the state government of
California.

To be a builder is a great thing.

To be a BUILDER OF CALIFORNIA
should be sufficient to enthrall the imagina-
tion, arouse the ambition and enlist the energy
and the efforts of every one to whom has
been given the privilege of such service.

For IT IS a privilege to have an active
part in building California into the great
commonwealth that geography and nature
both intended it to become.

And as the privilege is great, so is the
responsibility.

To those of us to whom is now entrusted
the responsibility of building the highways of
the .state ; of developing its water resources ;
of planning, designing and constructing its
public buildings, the thought should ever
come that if we do our work well, the pros-
perity, the well being, the happiness of the
people of this state for centuries to come will
reflect the fact that our service was well and
honorably performed.

B. B. Meek

And it is in these terms of human value
that I would ask those who are connected with
the department to view their tasks.

When pouring concrete or spreading
asphalt, we are building not roads alone, but
we are also building happiness, contentment,
comfort, patriotism and loyalty into the lives
of a whole people.

And so it is with every activity of every
division of this department. It is PEOPLE
Avhom we are building and not things.

I never pass through the capitol grounds,
but my hat is off to the men who designed the
beautiful state capitol, and who mapped out
and planted the wonderful capitol park.

They were men of vision.

At a time when architecture was marked
with elaborate design and when ornateness
ran rampant, these men saw the permanent
beauty and enduring charm of simple stateli-
ness.

And then there were the other men, the
builders of the capitol park, who planted
shrubs, vines and trees for the enjoyment of
generations then unborn.

Few of us know their names, but all of us
are richer in our lives by reason of their

service.

And so to you, Builders-of-the-California-

CAJJFORMA HlGHWAYf< AND I'UliLW WOliKH.

Tliat-ls-To-Be, 1 would commend vision to see
and the Avisdom to know the importance and
permanence of the work in which you are
engaged. Give to California the best of what-
ever, ABILITY, AMBITION and DETER-
MINATION that is in you to give.

Coordination, cooperation has been the very
proper and wise demand that Governor Young
has made upon me. It is also my request to
you.

Cooperation in coordination must mean to
you the very certain and definite things that
it means to Governor Young and to me. I
might enumerate specifically what this, the
keynote and the slogan of our work, demands
from us.

It means that —

The department is entitled to your best
and independent judgment on all matters
that aifect your work here. This is no place
for ' ' Yes-men " or " Amen-ers. ' '

We must be willing, yes anxious, to work
with others, knowing that the job is too big
for any one person.

We must give some thought to the other
fellow's problems, and in our turn must be
willing to accept suggestions from the other
fellow. An outside viewpoint sometimes cor-
rects an opinion, faulty by reason of being
formed from "too close a close-up."

We must recognize that the interest of this
glorious state of ours always comes first.

We must realize that primarily w^e are deal-
ing with human values.

We must BELIEVE in the California that
has been, that is, and that is to be.

Therein is the code for the conduct of our
duties.

Accept it as a challenge or receive it as a
religion, as you wish.

Be that as it may be, it is the steel tape by
whicli the usefulness of each and every one of
us engaged in this work must and will be
measured.

THE WHY OF COORDINATION

(Tontinued from page 2.)

remedy was obviously demanded. Some
years ago California made a preliminary
study of this problem to determine
whether it might not be possible to organ-
ize these agencies into governmental
departments. At that time only a begin-
ning of the work was accomplished, and
since that time until this year nothing of
the kind has been attempted. This year
however, our chief constructive task has
been this reorganizing and departmental-
izing of the state government.

Already nine of these departments have
been organized and are actively at work.
It is proposed to complete this program by
adding two more at the next sesvsion of the
legislature. Except for a very few boards
which can be departmentalized only by
constitutional amendment, the hundred or
more independent activities which existed
a few years ago wall hereafter all be
merged into eleven well defined, coherent
departments of the state. Please do not
understand me to claim that by tlie organ-
ization of these departments and the creat-
ing of this council I have automatically
solved all the governmental problems
wliich Avill come before me. I do know,
however, that in no other way could I have
gained such intimate knowledge of these
problems, or such a feeling of confidence
that by the help of my fellow workers a
proper solution for each may ultimately be
found. I feel that by this reorganization
we have gone a long way toward putting
the business of the state on a sound and
business-like basis. ' '

So much for the organization of the various
departments of our state government, includ-
ing the Department of Public Works. Now
for the personnel of the latter; for the best
system of government that human ingenuity
can devise will fail if it is not properly oper-
ated. The human equation in government
always lias been and always will be the factor
whieli determines whether government is
good or bad, economic or wasteful.

It gave me great pleasure to name as Direc-
tor of tlie Department of Public Works, Mr.
B. B. ]\Ieek of Oroville. Mr. Meek has a wide
acquaintanceship with California and its
people. He has a long record of honorable
and able public service, both in the state legis-
lature and as a member of the State Board of
Prison Directors. He is experienced in the
administration of large business affairs. He
has been successful in the conduct of his own
business, a most excellent recommendation for
any public servant.

Given tlie loyal support of the men and
women working witli him in the Department
of Public Works, I believe that the next few
years will be not only years of outstanding
progress, but also that, when Time writes
the final story of the accomplishments and
achievements of tlie department, the tale will
be told in terms of a service to the state so
well and so lionorably performed that the
people of (California will be its beneficiaries
for all time to come.

CAL/FOh'MA IIKnnVAWS AM) J'( JiLIC WORKS.

Tree Planting and Public Utilities

By the Maintenance Department.

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stately trees show need for wider
rights of way.

80'

8'— H-

15' 'Y 15' -

|Mimi7?un7Cover2''t:

Public Utilities

STATE OF CALIFOGNIA

DEPARTMENT OF PUBLIC WORKS

DIVISION OF HIGHWAYS

_£lj~MinimuroCover 2'

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UTILIZATION

OF

EIGHTY FOOT RIGHT OF WAY

1927

Public Utilities

THE Maintenance Department of the
Division of Highwaj's has under its
supervision all matters relating to per-
mits for work or encroachment on the state
highways. Very little publicity is given this
branch of administrative work, but its extent
may be realized from the fact that some four
thousand permits were issued during 1926,
the cost of special investigation by the district
offices and necessary detail being $13,000.
The limitations imposed by these permits
on overloads and private encroachments

3—55619

insure a protection to the highways and their
development which amply justifies the expense
involved.

Regulations governing the placement of
roadside trees and public utilities are of par-
ticular interest, presenting as they do a con-
flict of the aesthetic and commercial when
located within narrow rights of wa3^

Many individuals and organizations have
interested themselves in highway beautifica-
tion, some 685 miles of highways having been

(Continued on page 30.)

CM.IIOHMA IIKIIIWAYK .l.\7> J'l liJJC llo/.'/vN.

State Highway s^Past, Present, Future

By Kai.i'h Hui.i., C'liairman of the California Highway Commission.

DESPITE the intermiltc'iit inanncr in
which the state highways of California
have been financed in past years, the
state has proceeded to constrnet Jiighways to
an extent nntlioufi-ht of Avlien tiic first .state
liiji'hway bond issue Avas passed.

The problems durino; the
first period of state higli-
way construction had to do
chiefly with the selection of
routes and designing types
of paving.

Traffic and service have
justified decisions of the
conunissioners in the selec-
tion of routes, decisions
often preceded by sectional
controversies.

Time has in many in-
stances justified the type of
pavement selected, at times
l»('int>' widened as traffic in-
creased Avithout loss of the
original investment. The
durability of these first
roads against an undreamed
of increase in traffic volume
and the traffic load is one
of tlie outstanding features
of the history of the Cali-
fornia highway system.

The second period of
highway history was charac-
terized largely by recon-
struction activities, widen-
ing and thickening the
pavement first laid, and the
development of new main-
tenance methods. We are
still in this period, Avitli iiiucli of this worlc
yet to do.

Another jx-riod, howe^■el•, can l)e seen in the
offing. Impending problems confronting
tiiose in ciiarge of California's state highways
liave to do Avith :

Securing Avider rights of Avay to provide
ade(|uate traffic lanes for present traffic and
for the enoi-mously increasing traffic tliat tlie
A'ery near future promises;

Completion of higlnvays in tlie more remote
sections of the state ;

Ilemoval of traffic barriers in places of pres-
ent traffic copgestion;

The more rapid elimination of grade
crossings.

These problems liaA-e to do Avith the con-
struction of our liigliAvays.

Very fortunately the most acute problem
of all — tliat of financing ncAv construction —
was solved Avlien Governor
Young affixed his signature
to the one-cent gasoline tax,
the proceeds of AA'hich are to
be devoted to neAV construc-
tion. This measure is im-
portant, not only for the
reA'enues that it Avill make
available for building roads,
but also because it estab-
lishes a policy of continuous
financing for our highAA^ays.
The California Higlnvay
Commission is hopeful that
construction, reconstruction
and maintenance may all
moA^e forAvard in a manner
that Avill adequately meet
the traffic responsibilities of
C a 1 i f 0 r n i a ' s magnificent
higliAvaA' svstem.

Ralph Bull

If you are going fifty
miles an hour you are doing
78.33 feet every second of
time and it Avill take you, at
the best you can do, nearly
a city block to get stopped.
At seA'enty-five feet per
second do you Avonder that
you and your car can be
off' the road, in the ditch,

upside down, and you dead, inside of a single

second .'

Tlie value (^f scientific research in industry
is Avell illustrated in the tremendous savings
Avhich have been made in Illinois in the con-
struction of 2500 miles of hard surfaced
roads since the Bates Experimental Road
Tests in 1922. It is estimated by officials of
the State Higlnvay Department that these
savings amount to approximately $3,600 per
mile, making a total saving of $9,000,000 to
the state. — Pacific Sirccf and Road Huildcy.

CAIjI FORMA IIKnnVAYX AM) J'CIHJC M'Oh'hS.

Putting the ''Right'' into Water Rights

Division of Water Bights Duty Is to Encourage the Use of
Water and Prevent Its Monopolization

By Harold Conkling^ Chief of the Division of Water Rights.

THE Division of Water Rights of the
State Department of Public Works has
charge of the important work of super-
vision over the acquisition and definition of
water rig-lits, the administration of streams,
i. e. distribution of water, and investigation of
water riglits and water right resources.

A few figures will indicate the amount of
business that this brings into the office, and
tlie manner in which the
waters of California are made
available for development and
yet at the same time are safe-
guarded against speculative
retention without actual de-
velopment.

5744 Applications

Prior to November 1, 1927,
the division had received a
total of 5744: applications
seeking to appropriate a total
of some 959,439 cubic feet
per second and 168,201,972
acre-feet per annum.

Approximately 43 per cent
of the applications received
are canceled and 57 per cent
are approved.

Of those approved approximately 50 per
cent are subsequently revoked and 50 per
cent proceed to license and so far some 7 per
cent of those licensed have been revoked.

In connection with the amounts of water
applied for it may be stated approximately
10 per cent only is allowed and 90 per cent
disallowed either on account of voluntary
withdrawal of the application, failure to com-
plete the application, or for lack of unappro-
priated water or some other sufficient reason.

Of the amount of water allowed use is never
completed in connection with 58 per cent of
the direct flow and 90 per cent of the storage
and permit is revoked before license.

These figures indicate in a general way the
weeding out process which clears the way for
later development by disposing of uncom-
pleted appropriations.

Harold Conkling

Twofold Responsibility
The powers and duties of the division are
administrative and quasi judicial in charac-
ter, having as their ultimate objective the
delivery of public waters of the state to those
entitled to their use.

Prociedure
In connection M'itli its supervision over the
acquisition of rights to appro-
priate, the division receives
applications, works out a clear
definition of the proposed
projects, advertises t h e m,
hears protests and in each
case either rejects the appli-
cation or approves by the
issuance of a permit. If a
permit is issued a reasonable
time is allowed for beginning
and completing construction
and completely applying the
water to beneficial use. If
the water is not so applied
to beneficial use permit is
revoked, and if it is so applied
a license is issued confirming
the right of permittee to such
an amount of water as was
found upon inspection by an engineer of the
division to liave been actually applied to bene-
ficial use.

The Water Commission Act provides two
procedures for definition of water rights.
Under section 24 of the act any suit pending
in a superior court involving a determination
of water rights may be referred to the divi-
sion for investigation as a referee. Under
sections 25 to 36/, inclusive, of the act the
division may itself without reference from a
court undertake an adjudication of appro-
priative rights either upon its own initiative
or upon petition signed by one or more claim-
ants. The proceedings and functioning of
the division are not essentially unlike under
the two different procedures specified in the
act once the work of determination is under-
taken. An investigation is made including

(Continued on page 31.)

CM.I I'lmSIA II mil WAYS A.\l> ITIiLlC IIOA'A'.S.

Building California s Buildings

How the State Conducts a $4,000,000 Btiilding Program

By Geo. B. McDougall^ Chief of the Division of Architecture.

DriUXG the fiscal years of 1927-28 and
1928-29, California will expend ^vell
over $4,000,000 upon its building pro-
gram. The expenditure of this large amount
is not being carried out in a haphazard man-
ner, but in accordance with a carefully pre-
pared plan recommended to the legislature
by (Governor Young, and
approved l)y that body.

This building program con-
tains a total of ninety-six
major i)rojects scattered all
over the state, and represent-
ing almost every type oi
building. The cost of indi-
vidual projects ranges from
Si^26(l,()00 to $350.

The execution of the pro-
gram is entrusted to the Divi-
sion of Architecture of the
State Department of Public
Works. It may i)e of interest
to know sonu:'thing of how
the division operates and of
the duties imposed upon it.

The activities of the Divi-
sion of Architecture and the
former Bureau of Architec-
ture cover a period of ap-
proximately nineteen years.

During the first few years
of its existence the work of
the Bureau of Architecture
consisted almost entirely of
the preparation of plans and specifications
for new buildings, repairs and alterations to
existing ])uildings, and general supervision
of the const rnction thereof. The work was
therefore similar to that of the average archi-
tect of private practice, except for the fact
that construction has in most cases been at a
considerable distance from the central offii-e.
As the years have passed, however, the resi)on-
sibilities have constantly increased, as has
also the number of institutions and general
building activity in the state, until the present
large force is required to handle tlie work.
The duties of the Division of Architecture
at tlie present time may l)e summed up as
follows :

To make plans and specifications for all

Geo. B. McDougall

new buildings of a value in excess of $1,000
at the various state institutions; to let con-
tracts for and superintend their erection, or,
in case satisfactorj- contracts can not be made,
to construct the buildings by day labor; to
care for all alterations and repairs to existing
buildings on the same basis where the amount
involved is in excess of $1,000 ;
to design and install all heat-
ing, lighting, ventilating, re-
frigerating, water supply,
mechanical and electrical
plants of every nature —
whether changes, extensions,
or original ; survey grounds,
lay out walks, drives and
roads ; provide water supply,
sewer and drainage systems,
retjuiring the design and con-
struction of dams, reservoirs,
j)ipe lines, wells, pumping
jdants, ditches, sewage treat-
ment and disposal plants and
drains.

OPERATION OP THE DIVISION

Tnder the sal)ject of opera-
tion, the activities of the
Division of Architecture can
l)e listed under three main
sul)divisions:

1. Construction by contract
or subcontracts.
2. Construction by day labor.
8. jMiscellaneous activities.

When working drawings for a project are
started in the drafting room, a decision is
nuule by the executive head of the division
on the method of construction to be followed;
tliat is, Avhether the work shall go ahead on a
])asis of contracts, subcontracts, or day labor.

It is the policy of the state to construct its
l)uildings under contracts. The day labor
metliod is resorted to only where money can
be saved to the state, either on account of the
nature of the work itself, because of isolated
locations, or in the case of work at institutions
where patients or inmate labor is available.

(Continued on page 30.)

CALIFORXIA ///r///ir-iy.S' AM) I'lliLIC WORKH.

Carpentering over California

Upper view shows statewide scope of the activities of the Department
of Arcliitecture. Lower view is that of cottage for patient-workers in tlit
Soutliern California State Hospital at Patton.

10

CAi.iroRMA iii(;invAYS am) I'l nijc uo/,'/v.S'.

Highways are California s Arteries, and
Water Is Its Life Blood

By Edward Hvatt, Jr., State Eiiginoer of California.

THE position of California amon"- the
Avealtli producing states of the nation is
directly attributable to the phenomenal
growtli of agriculture in this state, Avhich has
been brought about by the scientific applica-
tion of water to the land and the intensive
and intelligent cultivation of the soil by the
California farmer.

The limit of profit Ijy dry
farming was reached in 1885,
and it is since that time that
irrigation has been inten-
sively practiced in the State
of California. The plienom-
enal growth and expansion
of irrigated areas necessitated
the construction of dams,
diversion works, canals and
other works t)f such magni-
tude that their initial cost
prohibited their being under-
taken by individuals. Their
construction and financing
has ])een a c c o m p 1 i s h e d
thro u g h associated efi'ort,
which has been made possible
through the California Irri-
gation District Act, passed in
1897 aiul amended in 191:^,
and the California Bond
Cei'tification Act, passed in
l!)l:^.

Tliese acts })rovide for tlie
approval of organization of
districts and supervision of
construction by the State
Engineer, and the approval and certification
of bonds by the California Bond Certification
Conunission, of which the State Engineer is

a llieilliier.

BIO PART IN WORK

The Division of Engineering and Irrigation
is and has been closely associated with the
phenomenal growth of California, which is
among the leading wealth producing states of
a nation wliich leads the word in agriculture.
During tlie past generation most of all the
projiosals for irrigation development under-
taken ])y collective eft'ort have had their ade-
quacy and general merit concurred with, if

lOdward Hyatt, Jr., State Engineer
pictured a.s he was .showing- Legi.s-

lative Committee
fornia dam site.

satisfactory, or rejected, if defective, by the
division.

HUGE INVESTMENTS APPROVED

In carrying out its statutory functions mil-
lions of dollars worth of improvements are
approved every year by the Division of Engi-
neering and Irrigation. It analyzes and
passes upon plans of irriga-
tion, drainage, water storage,
water conservation and recla-
mation districts. The certifi-
cation of irrigation district
bonds by the California Bond
Certification Commission is
l)ased npon investigation made
by the State Engineer. The
Division of Engineering and
Irrigation is charged with
the approval of plans for
dams other than those con-
structed by a municipality or
pulilic utility and with the
construction of river control
works and rectification of
channels, of Avhich the Sacra-
mento River cari'ies the high-
est valued tonnage of any
river in the United States,
it makes hydrographic sur-
veys and cooperates with the
Reclamation Board in passing
upon plans of reclamation
and drainage districts, with
the United States Geological
Survey in gaging streams and
making topographic maps, and witli the
United States Department of Agriculture in
needed investigations.

WORK IS DIVERSIFIED

The functions of the division are widely
diversified in character, some administrative,
some specialized, others executive, but all
constructive and contributing to the advance-
ment and well-being of the state. The princi-
pal satutory functions may be summarized
as follows:

1. To investisiit*' :ni(l report on feasibility of pro-
])o.s('(l irrigation districts.

2. To investigate and report on proposed bond

northern Cali-

CAUFORXIA mainVAYS AND PIJBLIV AVORKS.

11

Don Pedro Dam on the Tuolumne River.

issues by in-igatiou districts before the California
B(md Certiticatiou ('oniniissiou for api^roval, of wliicli
the State Engineer is a member.

o. To supervise expenditure of funds from approved
bond i.ssues and to inspect generally the constructimi
work of irrigation districts.

4. To collect data, make surveys and perfect plans
for dood control of the Sacramento and San Joaquin
rivers in conjunction with work of State Reclamation
Board, to review plans for reclamation, and to advise
and assist the board. The oi)eration and maintenance
of the flood control project f(H- which the legislature
appropriated .$150,000 in 1!)27 has been assigned to
the Divisiiui of Engineering and Irrigation by the
Director <if Public Works.

5. To maintain and opeiate all weirs ■ )n the Sacra-
mento River.

^^. To investigate feasibilltv of water storage dis-

Melones Dam on the Stani.slaus River.

tricts, the fixing of their boundaries and passing upon
their organization.

7. To investigate the feasibility and organization
of water conservation districts. The State Engineer
is chairman of the irrigation board.

S. To i)ass on plans and specifications of dams,
and to supervise the construction of dams, by other
than municipalities or public utilities.

9. To designate the width of draw, and the length
of span for bridges across navigable streams.

10. To plan and construct works for rectification
of river channels and protection of property from flood
damage on the rivers of the state.

11. To direct cooperative stream gaging, topo-
graphic surveying and irrigation investigations in
coop(>ration with tlie federal governm<>nt.

(Continue:! on page 3-1.)

Exchequer Dam on the Merced River.

'•i^rsf

12

CALIFORXIA HIGHWAYS A\D PVHLIC MORKti.

The ''Oil Mix'' Method

By T. B. Stanton, Assistant State Highway Engineer, California.

Til EATING roads with asphaltic oil is not
a (levelopnient of recent years.

In California, where an abundance of
asphaltic oil is available locally at a low cost,
we have been oiling- our roads with more or
less success for over thirty years.

Many states can undoubtedly produce evi-
dence of similar practice.

]Most of the early work of this nature, how-
ever, was allowed to deteriorate tlirough lack
of proper and intelligent maintenance, with
the result that oil surfacing of natural soil or
gravel roads came to be looked upon by the
general public as more or less of a failure
and the tendency
has been to replace
these oil roads with
expensive hard sur-
faced pavements as
rapidly as traffic
requires and funds
are available.

As motor traffic
has increased how-
ever and highway
engineers have come
to realize the great
economic waste in-
volved in permitting
water-bound gravel
and crushed rock

roads to be loosened and blown away through
tlie joint action of vehicles and winds, a strong
movement has set in all over the country
towards sealing the surface so as to make it
iin])ervious to such destructive agencies.

Instead, however, of using the haphazard
methods of the past, the engineer has come to
the conclusion that the problem is deserving
of as much scientific and intelligent study as
had been applied to the more expensive types
of hard surfaced pavements, and as a natural
corollary we have the rai)id strides towards a
full undei'standing of the problem which have
been made in recent years.

To Oregon must go the credit in tlie west
of being the first state to go extensively into
the use of an asi)haltic oil, relatively low in
asphalt content (60^; to 70%), locally known
as "fuel oil," in surfacing the gravel and
cruslied rock roads of the state by wb.at is
known as the surface treatment or i)enetration
method ; and to California the credit for most

PROBABLY the most notable contribution of
California to road building methods during the
past few years has been the development of the
"oil mix" method of treating roads surfaced
with gravel and crushed rock.

In this paper T. E. Stanton, Assistant State
Highway Engineer of California, describes in
detail this method of treating roads. In the
next number of California Highways and Pub-
lic Works Mr. Stanton will tell of the surface
or penetration method of treating these roads
with oil, a method that has been used largely
in California, but which has been chiefly
developed in'Oregon.

of the progress which has been made to date
in the so-called "oil mix" method.

OIL MIX

Surface oiling is only successful where the
base is firmly bound and all loose material on
the surface can be eliminated by brooming.
The base can be placed in a properly bound
condition onlj' when the rock from which it is
made has cementing qualities of a high order
or there is suitable material available which
has a high binding value.

In many of the arid and desert regions of
California no good cementing base rock is avail-
able, nor is there any suitable local clay or
other binding material. In these sections it

is impossible to se-
cure a base suf-
ficiently stable to
enable the surface
oiling method to be
adopted with any
success.

We were forced
in such cases to
either abandon the
use of oil altogether
or to adopt .some
other process than
the penetration
method. As a re-
sult, the oil mix
method was de-
veloped. The use of this method, while par-
ticularly adapted to sections where there is
no good binder available, is being extended to
cover crushed rock roads in other sections of
the state, where, even though good binder may
be available, it is desired to immediately oil a
base in such rough condition that it must be
scarified several inches in depth in order to
properly smooth up or where it is desired to
oil a new road surface before traffic has had
time to thoroughly compact the base and sur-
face material.

ASSURES SMOOTHER SURFACE

Tliose who have become expert in this
method of oiling prefer it to the oil surface
method, as a smoother riding surface can
usually be secured and the resultant main-
tenance cost under average conditions is some-
what less, owing to the fact that when the
work is ])roperly done practically no surface
])atcliing is necessary.

I I

Seattle Pith

CAIJPOh'MA IIICUWAYS AND J'UJiLIV WORKX

"peny oi

t)''iC

^ibrai^

13

Pictures Tell Story of ''Oil Mix''

Step
Two-
Oiling

Step
Three-
Disk and
Harrow

Where the grading of the base material
shows approximately 50 per cent fines pass-
ing the 10 mesh approximately one-half gal-
lon of oil per square yard per inch of depth
is required under the mixing method or a total
of one and one-half gallons for a three-inch
mat, as against approximately one-half gallon
total in tlie case of the oil penetration method.
The cost of oiling is increased to this extent.
On the other hand, an appreciable saving is
made in the cost of screening, which is
unnecessary in the oil mix method.

The mixing method produces a layer of
mineral aggregate and bitumen closely akin
to asphaltic concrete. The same principles of
grading affect its stability. Skilled workers
can produce an oiled surface which is as
smooth as the surface ordinarily attained with
asphaltic concrete.

METHOD OF CONSTRUCTION

The method of construction is brieflj^
described as follows :

If the existing road has a rough or unequal
surface it is first scarified lightly and then
smoothed by grading or dragging loose
material into depressions.

After this preliminary smoothing, the road
is scarified to a uniform depth of two to three
inches, according to the thickness of bitu-
minous surface desired.

Sixty per cent to seventy per cent fuel oil
is applied in two or three applications, each
consisting of about one-half gallon per square
yard.

The oil is mixed with the loose material
after each application by means of a disc
harrow, sometimes followed by a spring tooth
harrow.

As soon as the oil distributor starts the disc

(Continued on page 32.)

Step

Four —

Thorough

Mixing

The Finished
Road

4— 55G19

14

CALIFORXfA HIGHWAYS AXD PVIiUC WORKS.

CALIfORNIA HIGHWAYS AND PUBLIC WORKS.

Official journal of the Department of Public Works.
State of California ; published for the information of
the members of the department and the citizens of
California.

Editors of newspapers and others are privileged to
use matter contained herein. Cuts will be gladly loaned
upon reque.st.

Bert Ti. Meek Director

George C. Mansfield Editor

Address communications to California Highways and
Public Works, P. O. Box 1103, Sacramento, California.

Vol. 4

NOVEMHEU. 1!)27

No. 11

TELLING OF OUESELVES

AND WHY WE ARE

California Highways and Public Works
in annouiieino- it.s birth Avould also announce
the reason of its being.

We believe that there is need in a state
<le|)artment spending many millions of the
l)eople's money for an authoritative source to
which the people can go to learn officially of
the projects, policies, and expenditures of such
de))artment. We plan to be such an official
record for the California Department of Pub-
lic Works.

There is also need in a department embrac-
ing a wide and varied scope of activities, some
means through which the combined judg-
ment and experience of the entire department
can be brought to bear on problems that
arise within its divisions.

We believe also that where large sums of
public money are expended as is the case
in this Department of Public Works that there
should be a clearing house through which
knowledge of developments of new methods,
announcements of the results of experiments
and matters of a like character ma,y be made
easily available to county and city officials in
particular and the public in general.

That is why we are here. We plan to serve
lionestly, helpfully, loyally. We want to help
you, and we want you to help us.

No better statement of the reason for a
journal such as this than that given by Gover-
nor Young in an address before the California
Association of Advertising Agencies delivered
at .Santa Barbara on October 22d last. (Jover-
nor Young said :

"It happens that for the time I have been chosen
as business manager of the liirgest single corpora-
tion in this state — the corijoratiou known as Cali-
fornia Commonwealth, owned and operated by not
less than two million voting stockholders, selling
its wares and services to five million customers,
and conducting a business with an expenditure of
more than a hundred million dollars each year.
It also happens that many of the stockholders of
this corporation have only a very vague idea of its

activities in general, and in particular are unin-
foi-med as to what is now being done to place these
activities on a sound, business-like basis, a basis
which I trust will endure not only through this
present administration of their affairs, but for all
administrations to come. It is e(iually true that
many of the five million customers served by this
great coi-i.oration do not even know what they are
buying from it or what value they are getting for
their dollars.

Accordingly, following the w'ise example of other
business managers. I am coming to you today, re-
questing you to convey to those for whom this
business is conducted the information which they
are entitled to possess. I am doing this after
nearly a year of service ; and I want to indicate
some of the things which have been done during
that year, some of the problems which are still
before us, and some of the things this corporation
sells.

Governor Young's statement applies in its
entirety to the Department of Public Works
and California Highways and Public
Works.

CALTFOENIA'S FUTURE

PRESSES THE PRESENT

Ten years is a long look ahead in California.

We speak by the census book when we say
that Here is the proof :

The United States census reports the popu-
lation of California as follows :

1900 1,485,053

1910 2,377,549

1920 3,426,861

Estimates made by exjierts for later years
are as follows:

1924 4,791,716

1925 5,030,347

1926 5,129,699

or an increase of 40 per cent in the last six
years.

Money and capital have also been increas-
ing apace. Look a moment at the total sav-
ings deposits and building and loan assets for
California :

1910 $377,966,000

1920 $1,057,194,000

1926 $1,869,252,000

Sam Ilellman says "statistics are the static
in the tune of progress."

But tlie figures cited above indicate how
rapidly and in the big terms that those in
charge of the administration of public affairs
in California must think if California's pre-
sent is properly cared for and its future ade-
(juately safeguarded.

VALIFORMA UldllWAYfi A^D I'VliLlV \V()h'K,S.

15

SOME PROBLEMS OF

COOIWINATED WATER

The wide diversity of local conditions in
California was well illustrated during the
recent investigational tour of northern Cali-
fornia counties by the joint legislative com-
mittee appointed to investigate the coordi-
nated plan for the development of Cali-
fornia's water resources.

Every hearing held by the Legislative Com-
mittee developed a new phase of the water
l>roblem.

Early in the meetings Bradford S. Critten-
den, chairman of the committee, took occa-
sion to carefully explain that the coordinated
plan simply had to do with the disposition
of stored surplus waters of the state, after the
ultimate local use had been fully protected.
He then asked that representatives of the
communities should voice their opinion both
as to the state and the local aspects of the
question.

They did so. Here are seven of the local
questions raised by different communities dur-
ing the hearings :

1. Should the use of water for recreational
purposes be considered a major use for water
in California along with domestic, irrigation
and navigation uses? Should not a reser-
vation of water for recreational purposes be
considered in a plan for the ultimate develop-
ment of the originating areas?

2. Should the reservation of water for foot-
hill areas be made upon the basis of the
acreage to be served, or upon the basis of any
estimated period of time for the development
of such land!

3. Should the interests directly benefited
by the proposed coordinated development bear
its entire cost?

4. Should any portion of any of the pro-
posed reservoirs be assigned for use in im-
pounding tailings from hydraulic mines?

5. Should state coordination preced or fol-
low the development of water projects in local
units ?

6. Is there an assured market for the power
that would be developed as a by-product
under the plan? How should such power
be marketed?

7. If it should appear that the state's
coordinated plan would prevent the develop-
ment of a project by private capital, well in
advance of its contemplated development
under the state system, should the state plan
be allowed to prevent such proposed private
development ?

A FEW THOUGHTS ON

SPEED AND SAFETY

And now we have another plan to reconcile
speed on the highways with safety to travel.

This time the president of an eastern auto-
mobile association is the father of the idea.

The crux of the whole matter lies in
' ' synchronizing. ' '

The hand on the wheel, the foot at the
accelerator, and the brain behind both are to
be synchronized.

Then the driver can speed at whatever
speed he may desire and the speed cop will
permit, with complete safety to other autoists
on the highway.

One dificulty of course is the inability of
ascertaining before the crash comes whether
the sixty miles an hour that the other fellow
is making is the result of his being synchro-
nized or gin-chronized.

And again, there are the petters.

The driver with one arm at the wheel and
the other around his sweetie may sizzle, but
he can not synchronize foot and hand with
a brain behind neither.

If petters were rewarded for parking off
highway, instead of penalized for so doing, the
peril of the petter would probably be averted.

But for the gin-chronizer the only thing
to do is to make it a jail offense either for
him or his car. Drunk or sober, actually or
potentially, he is and will always be a men-
ace to himself and a peril to everyone else
on the road.

And now for the second point in the new
plan for making our highways safe.

"We can not educate or penalize the car,"
says the authority referred to above. "We
must stress the human equation. ' '

This brings up another phase of the speed
problem.

Our own thought is that human equations,
particularly those of tender years, who per-
sist in tearing down the roads at a reckless
rate of speed, need spanking more than stress-
ing. And speaking both from experience as
a spankee and a spanker, our further observa-
tion is that in spanking the human equation,
the nearer to the human equator you spank,
the more effective the results are.

Free the highways from the gin fools, and
the petting fools and the irresponsible speed
fools, and high speed upon the part of care-
ful drivers may be harmonized with safety
to others.

Hope lies in the fact that there is one place
Avhere this condition exists.

But the streets thereof are paved with
beaten gold.

k;

CAUFORSIA HKIHWAYS A\D I'UBIJC WONKS.

Legislators View Northern Dam Sites

GAI.IFOKXIA, Avhat of your Avater?
Tliis Avas the question that the Joint
Legislative Committee of the Water
Kesources of California carried to northern
California on a trip of inspection and investi-
2:ation tliat began on Monday, October 17th,
and concluded a week later.
Tlie purpose of the trip was
to acquaint inembers of the
committee with the situation
in northern California from
actual inspection on the
ground, and to acquaint the
communities of the north
with both what the coordi-
luited i)lan for the develoi)-
ment of California's water
resources proposes to do and
what it proposes not to do.
I\Ir. p]dward Hyatt, Jr..
State Engineer, accom-
panied the committee on its
tour. j>ointing out on the
ground pliysical features of
tile |)roi)osed development;
explaining to the communi-
tie.s the underlying princi-
ples of the coordinated plan,
and answering (luestions
from both inembers of the
I'ommittee and interested
citizens.

THE ITINERARY

The committee and its
]) a 1- 1 y left Sacramento,
.Monday <ijfternoon, Octo-
ber 17th. From Sacramento
eeeded to Santa Kosa via
Santa Rosa to Eureka
Reddiui: via Weavervilh

Bradford S. Crittenden, Chairman of
thf .Joint Legislative Committee on
tlie Coordination of the Water Re-
.sourees of California.

tile party pro-
Reiiicia ; from
from Eureka to
and the ])ri).iected
Fairview Reservoir on the Trinit\- Kiver;
from Redding to the site of the dam for the
proposed Kennett Reservoir and thence to
Red Bluft'; from Red Bluff to the Orland
])roject : thence to Willows; thence to irriga-
tion district pum])ing stations along the
Sacramento River, and thence to Oroville.
From Oroville the party went to Grass Valley
via the BuUard's Bar and from Grass Valley
to iMarysville. The concluding day's tri]) took
the committee from Marj'sville through the
developed foothill areas of Placer and El
Dorado counties to Placerville and thence back

to Sacramento. A total of 1045 miles were
covered.

Hearings were held by the committee at
Eureka, Redding, Red Bluff, Willows, Oro-
ville, Gra.ss Valley and Placerville. Enroute
to Santa Rosa stops Avere made for a cursory
examination of two pro-
l)osed and alternative sites
for the erection of salt water
l)arriers, but as this territory
is to be covered in a later
trip, the inspection was only
casual in its character.

The committee plans to
inspect the delta area, pro-
posed salt water barrier
sites and the San Joaquin
Valley in a later trip.

OPEN DECISIONS OPENLY
REACHED

In the hearings, Chair-
ma ii Crittenden of the com-
mittee explained that the
desire of the committee and
the Department of Public
Works w'as to ascertain all
the facts concerning the
plan, that whatever policy
might be recommended by
the committee and the
department might be based
upon a fair and complete
knowledge of engineering
data, financial facts and
legal questions involved.
Mr. Hyatt in his turn ex-
plained the outstanding features of the pro-
])osed coordinated plan. Representatives of
the various communities were then asked to
state their views and opinions both as to the
plan as far as it affected the state and as far
as it affected their local interests.

SURPLUS WATERS

111 the statements, both of members of the
committee and Mr. Hyatt, the fact w-as
emphasized that the plan ])roposed no diver-
sion of waters from any watershed upon which
such water originated without a guaranteed
reservation of sufficient water to provide for
the ultimate development of such originating
areas.

(Continued on page 18.)

CiL/FOUMA IIICHWAY.S .1\7> I'lliLlV WOh'KS.

17

..^' ■■*^ V

^\>':r\

TITANIC

DAMS

IN

WATER
PLANS

T^HE UPPER VIEW is
■•■ that of the site for the
Boulder Canyon Dam on
the Colorado River. The
report on coordination of
the water resources of
California advocates the
construction of this dam to
offset the deficiency in the
natural water supply of
soutliern California and to
control floods on the lower
Colorado River. A dam
here 550 feet high would
create a reservoir im-
pounding- 26,000,000 acre-
feet of water.

The lower view is the
Ivennett dam site on the
Sacramento River above
Redding. A dam here 425
feet high would impound
2,900.000 acre-feet of
water. Increased to 600
feet in height, the dam
would impound 9.000,000
acre-feet of water.

'■M:^r.

%.

^^^.

18

CAl.lFOlx'MA llWllWAYii A\ D J'CJiLlC \\()h'Ki<.

LEGISLATORS VIEW

NORTHERN DAM SITES

(Continued from page 16.)
HIGH LIGHTS IN REPORT

Here are the outstanding facts of the plan
for the coordination of California's water
resources :

Three-fourtlis of all the state's waters reach
the ocean within forty-five days after the time
of tlieii- precipitation as rain or snow upon
tlie mountain areas.

Practically all the summer flow of Cali-
fornia's streams that are accessible, is now in
use. Further advancement is attendant upon
file construction of reservoirs that will make
available foi- use at the needed time, the great
volume of winter and spring run-off of nor-
mal years.

Ami)le Avater originates Avithin the state's
boundaries for all future needs but it is very
une(iually distributed geographically. Three-
fourths of all water lies within the northerly
third of the state's area, while three-fourths
of the need for water lies in the southerly two-
thirds of the state's area.

There is some water available to California
in addition to that originating within the
state's boundaries in the Colorado and Kla-
math River systems. Of these, however, the
Colorado River is the only one geographically
situated to alleviate the very unequal distri-
bution of the Avaters.

Cities of fairly mature growth use water
about e(iual in amount to that required for
irrigating crops on the same area. Accordingly
a plan that will provide an adequate allotment
of water for all the agricultural lands,
together with additional amounts for urban
exi)ansion about the state's seaports, Avill meet
the future demands for water in the maximum
develoi)ment of the state's resources.

At the present time, ninety-six per cent
of the water consumed in California is utilized
in irrigating farm lands.

The importance of municipal, industrial,
navigation, liydro-electric and mining uses in
the future growth of the state requires liberal
])rovision for their needs.

The approach to exhaustion of local supplies
in many parts of California presents even
more serious aspects than the loss of antici-
pated wealth through curtailment of expan-
sion. Large areas deriving their suppl.y from
underground sources are facing a dropping
ground-Avater plane.

The coordinated plan provides for the stor-
age of flood Avaters for conservation purposes,
the transportation of surplus waters of the

Sacramento drainage basin to the deficient
areas in the San Joaquin Valley, an adequate
summer fioAv in the Sacramento River for
navigation and salt Avater control, the resump-
tion of hydraulic mining in the Sierra Ne\'ada
]\Iountains, the control of floods by reseiwoirs,
tlie expansion of irrigation along the loAver
Colorado River in southeastern California, and
the diversion of Avater from that riA^er to the
Pacific slo])e for municipal purposes.

Tlie coordinated i)lan for the Sacramento
Valley comi)rehends the solution of all these
public problems, Avater for navigation and salt
Avater control, the reduction of flood flows,
and the restraint of mining debris, AA-hile at
the same time proAuding for the increasing
demands for irrigation Avater.

The ncAV supply for the San Joaquin Valley
Avould be derived from the Avater used to
maintain uaAdgation in the channel of the
Sacramento RiA^er. After serving its useful
purpose in the Sacramento Valley, this Avater
Avould be diverted at the mouth of the river
into the San Joaquin. Passing through the
channels of the island region forming the delta
of the Sacramento and San Joaquin rivers, it
Avould be boosted up the main channel of the
San Joaquin by a series of pumping plants,
each one pumping the Avater oA'er a Ioav dam
to the higher IcA^el of the pond behind it.
These dams Avould be collapsible so that they
Avould not obstruct the channel during the
flood season. They Avould be so located that,
if desired, locks could be constructed along
side them that Avould make the San Joaquin
RiA^er navigable for a distance of 160 miles
from its mouth. This series of dams and
pumping plants, extending the length of the
main channel on the valley floor, avouIcI also
constitute a means of conserving the scant
Avater supply of the San Joaquin Valley.

The ncAV supply of Avater obtained through
the operation of these dams and pumping
plants Avould be distributed to the loAver lying
lands in the San Joaquin Valley in order that
the ])umping lift may be a minimum. This
Avould increase San Joaquin Avater noAV used
on these loAver lands, at liigh elevations for
diversion by graA'ity to the lands in the
soutliern San Joaquin Valley that need more
Avater. In this manner, the neAV supply could
be obtained Avith a maximum pumping lift of
160 feet. The exchange of Avaters Avould save
340 feet of pumping lift.

In diverting the Avater used for navigation
in the Sacramento RiA^er to the San Joaquin,
a certain portion Avould escape into Suisun
Bay unless a physical barrier Avere constructed
beloAv the junction of the tAvo rivers. Investi-
gations of the cost of such a barrier have been

CALIFORMA JUdllWAYS AND PUBLIC WORKS.

19

completed recently in cooperation Avitli the
United States Bureau of Reclamation. These
reveal that the probable cost "would vary from
$40,000,000 to $90,000,000 according to the
site selected. This exceeds considerably the
cost of developing the volume of water that
Avould escape into Suisun Bay if no barrier
Avere constructed. At some future time when
this volume of escai)e water is needed for irri-
gation in the San Joaquin Valley, a physical
barrier could be constructed in order to make
it available. In the meantime, the escape of
this water into Suisun Bay would auto-
matically dispel the menace of incursion of
salt water into the channels of the delta
region.

California, southerly from Tehachapi Pass,
embraces twenty per cent of the area of the
state that is favorable for human habitation,
while but little over one per cent of the state's
Avaters, exclusive of the Colorado RiA'er, are
tributary thereto.

A survey of the available water, both sur-
face and underground, shows that four-fifths
of the local supplies on the Pacific slope of
southern California, excluding Owens Valley,
are now in use. Utilizing four-fifths of the
available local water, less than half of the
favorable area is occupied by cities or towns
and irrigated lands.

The construction of the Boulder Canyon
dam is one of the most important issues before
the public at this time for the deficiency in
the natural water supply of southern Cali-
fornia and the control of floods on the lower
Colorado River is a matter of serious con-
cern.

In the study of southern California sup-
plies, special attention has been placed upon
the coordination of surface storage in reser-
voirs, the control of floods, and the replenish-
ment of the underground basins from which
such a large part of local water is obtained.

FOLLOWS LOXG STUDY

The coordinated plan for the development
of the water resources of California is the
result of six years investigation and study
upon which approximately $450,000 has been
expended.

The report was submitted to the legislature
of 1927 by Paul Bailey, then Director of Pub-
lic Works. Signing the report with him were
Louis C. Hill, J. B. Lippincott, Wm. Mul-
holland, A. J. Cleary, G. A. Elliott, B. A.
Etcheverry, F. C. Hermann, Walter L. Huber,
A. Kempkey, members of the Engineering
Advisory Committee. Cooperating with the
committee were F. E. Bonner, L. S. Readv,
and C. B. Ridlev.

The survey of the water resources of the
state was made in consultation with C. E.
Grunsky, Louis C. Hill, Charles D. Marx, H.
D. INIcGlashan. Estimates of the water re-
((uired for the full development of the state's
resources were prepared in consultation with
A. N. Bruch, B. A. Etcheverry, Samuel For-
tier, and A. L. Sonderegger.

The first report on these investigations
rendered to the 1923 legislature was prepared
with the advice of a citizens committee ap-
pointed by Governor Stephens, as follows : J.
C. Forkuer, chairman, Peter Cook, Jonathan
S. Dodge, B. A. Etcheverrv, Harrv Hawgood,
H. A. Kluegel, Robert B. Marshall, H. D.
McGlashan, 0. B. Tout, U. S. Webb.

BULLETINS ON SUBJECT

The entire subject is summarized in Bulletin
No. 12 entitled ''Water Resources of Cali-
fornia and a Coordinated Plan for Their
Development." The complete report, how-
ever, in a series of bulletins, copies of which
may be obtained by addressing the State
Dei)artment of Public Works, Division of
Engineering and Irrigation, Sacramento,
Califor)iia. The bulletins are :

Bulletin No. 3—

Bulletin No. 4 —

Bulletin No. -V

Bulletin No. 6-

Bulletin No. 9-

Bulletin No. 11-

BuUetin No. 12-

Water Resources of Tulare
CountA*" and Their LTtiliza-
tion.

Water Resources of Cali-
fornia.

Flow in California Streams.
-Irrigation Requirements of
California Lands.
-Supplemental Report on
Water Resources of Cali-
fornia.

-Ground Water Resources of
the Southern San Joaquin
Valley.

-Summary Resources of the
Water Resources of Cali-
fornia.

Irene Thomas, pretty typist,

Really made a hit
With her new boss. Dave A. Mayer,

But she had to quit
When he noticed on each letter,

She had signed— DAM-IT.

— Kentuckij Highways.

"I've been watching that mechanic for the last
fifteen minutes. There's a man that knows his busi-
ness. He didn't spill a drop of oil on the mudguard.
He put down the hood gently, fastened it securely and
left no fingerprints on it. He wiped his hands on clean
waste before opening the door, spread a clean cloth
over the upholstery, meshed the gears noisele.ssly and
then drove slowly and with caution into the street."

"Yeah. That's his own car." — Life.

20

CALIFOh'MA UK; II WAYS A\D rVBLW WORKti.

News of California Highways

GEXERx\L ai)pr()l)ati()n ap])i'ars to be
accorded to the ])olicy announced by
15. n. .Aleek, Director of tlie Depart-
ment of Public Works, to start at the earliest
liossible time a comprehensive grading;' and
•iravelinji' ])roo:ram, which "will make available
to traffic at the earliest possible time sections
of the state highway noAV unimproved and
accordingly closed to travel.

The first stage of the construction under
tliis program will be to grade and drain these
loads as rapidly as the work can be carried
on. Following this the rock surface will be
oih'd. foi- the dual purpose of holding the sur-
face and allaying dust in summer. This will
meet current traffic demands ui)on the roads.
As the roadbed settles under traffic and by
reason of weathering, and as increasing traffic
makes it necessary, arrangements will be made
for the installation of permanent i)avement
on these sections.

It is pointed out that this policy of road
treatment will nudce for a greater stability of
ihe subgrade, with consequent betterment of
ihe ])ei-manent surface when the latter is laid.

Past experiments have shown that the oil
can be ])ut on the roads at a cost varying from
$1,000 to $1,500 a mile after the rock surface
has been laid. This settles the dust and, after
it has been rolled and subjected to the wear
and tear of traffic, soon becomes a hard packed
surfacing, even though not of a i)ermanent
cliaracter.

The new plan will in no way retard ])erma-
iicnt paving, Avhich will be carried forward as
i"ipidly as funds become available under the
new gasoline tax a)id as the needs justify.

HAD "C. H. C." LANTERN, BUT COURT
FOUND HE WASN'T DIOGENES.

On October 19th, Foreman A. L. Andrus noted
a truck to which was attached one of our high-
way lanterns, which in the fifth district are
painted yellow with the "C. H. C." on them.
Mr. Andrus questioned the driver and upon
receiving unsatisfactory answers a warrant was
sworn out for his arrest on the charge of petty
larceny. The truck was operated by Rudolph
Nicola of Soledad, who was brought before
Judge Donaldson of Templeton and fined $20
with alternative of 20 days in jail. This man
stated that he was in the habit of picking up
highway lanterns and had always returned
them.

lIKillWAY HEADLINES

Cnuliii}; Jiiul Graveling Comment.

Fined f..i- Lanteru Theft.

Location Policies Told.

Tiaflic Stud.v of Ridge Route.

.hiniho Does His Bit.

New Roads and the State System.

Asphalt Laid ou Asphalt 250.000 Years Old.

District Office Moved to Eureka.

Activities of Prison Camps — Del Norte County
Camp Moved — Lake County Camp Being Moved — •
Mariposa Camp — Prison Camp Population —
Future Activities.

Aeroplane L^sed in Highway Location.

State Highway Progress Reports.

Hearings on Ground Win Approval
The new policy of the Highway Commission
of holding its meetings at different points
throughout the state, with hearings "upon
the ground" rather than in Sacramento, lias
also been very favorably commented upon by
the press of the state. The first meeting
under the new plan was held in Fresno on
October 20th. Occasion was taken on this trip
to hold meetings at a number of places where
the people of the various counties, cities and
communities had opportunity to voice their
oi)inion as to highway plans, projects and
l)olicies, both as they affect the state and the
particular communities where the meetings
were held. These meetings were held at Tur-
lock, Chowchilla, Fresno, Bakersfield, Han-
ford and Salinas.

November's meeting will be held at San
Diego with other meetings in that section. A
general study of the road situation of that
section of the state will be made.

Highway Location Methods Told
.Much interest has also attached to the
announcement of Mr. Meek and members of
the Highway Commission that the location of
roads will be made upon the findings of
engineers skilled in matters of technical and
economical highway location. These rejiorts
will be made available to the public and to
interested communities, but unless the recom-
mendations of the engineers can be shown to
be at fault, their findings will be followed in
road locations.

Traffic Study Along Ridge Route
Thorough study of traffic conditions along
the Ividge route between Los Angeles and
Dalvcrsfield will be made immediatelv.

CALIFOh'MA lIKlinVAYS AM) PlIiLIC UOA'AN.

21

Road Policies Are Outlined

JUMBO PUSHES CIRCUS

OUT OF MUD, BUT CREATES

NEW HIGHWAY PROBLEM

There are tears as well as smiles in the
story of Jumbo, huge circus elephant, who died
last month on the Hauser contract in Humboldt
County.

The trucks hauling the circus to which Jumbo
was attached, while on the way from Hum-
boldt to Del Norte County became mired in
road under process of construction. Efforts to
get the trucks out of the mud by their own
power were unavailing.

Jumbo was requisitioned into service. He
pushed truck after truck out of the mud and
from one hole to another until the circus parade
was on its way again.

Then Jumbo laid down on the road in a state
of complete exhaustion. All efforts to rouse
and revive the huge animal were unavailing.

Finally the driver of the elephant went to
his charge.

"Time to show, Jumbo," he said. Jumbo
flopped his huge ears, and started to rise.
"Time to show. Jumbo," said the driver again.

True to the instincts of the showman, that
whatever may happen, the show must proceed.
Jumbo again tried to get up. But the effort
was too much. The show, however, was safe.
It was on its way, out of the mud. Jumbo sank
back — dead.

Then the Hauser forces buried the faithful
elephant. The question now is as to whether
the removal of the carcass of a dead elephant
from right of way is properly a contingency
that a contractor should anticipate in his bid,
or should an extra work order cover the cost.

But Jumbo does not care about all that. The
circus is safe. There was no failure on his
part when it was "time to show."

The feasibility of the construction of a new
road will be considered by the department
as a means of affording relief for the traffic
congestion on the present highway, if the
situation can not be relieved by radical
changes in the alignment of the jiresent road.

A stud.y of traffic and road conditions on
Ihe Saugus Tunnel road has already been
ordered. This study is being made with the
object in view of affording quick relief to the
Saugus Tunnel bottleneck. The extent of
travel at this point will be realized when it is
stated that the traffic count taken bv engineers

of the California Highway Commission on
Sunday, July 17, 1927, showed a total traffic
flow of 7680 veliicles over this road in a six-
teen-hour period.

Tells Policy Toward New Highways
"There is a legal as well as a moral obliga-
tion for the California Highway Commission
to complete the roads at present in the state
highway system, as embraced in proposals for
bond issues and in legislative enactments,
before we undertake anything else," stated
Senator M. B. Harris of Fresno, member of
the State Highway Commission, at a meeting
held in Bakersfield, in declining to consider
inclusion of Tehachapi highway in the state
system, at a conference held in that city
attended by members of the commission, city
and county officials and more than 100 i)ersons
interested in highway building programs.

Resolutions of endorsement of the an-
nounced policy of the commission were unani-
mously adopted as offered by Ira Williams,
chairman of the Kern County board of super-
visors, favoring the completion at the earliest
moment of opening all secondary highways in
the state by bringing such highways to grade
and properly draining the same. Also that

(Continued on page 22.)

Asphalt Top Is Laid

On Base Quarter of

Million Years Old

Santa Susana Pass, near 'San Fernando, Los
Angeles County, California. Here man-
perfected asphalt is laid through a region
underlaid with an asphalt source estimated
to be a quarter of a million years old.

CALU'Oh'MA IIKUIWAYS AXD J'tJiLK' WOJx'KlS.

Activities of Prison Camps

(Continued from page 21.)

siK'h lii^liways he paxcd as rapidly as traffic
needs demand, and funds be available.

Division Offices Moved to Eureka

That the work of District 1 of the Division
of IIi*ilnvay.s may be more easily and
efficiently directed, it has been found neces-
.sary to move the offices of District I and Shop
1 from the building at Willits to temporary
(piarters in the Bank of Italy Building at the
corner of Fourtli and P] streets in Eureka.

When the Highway Commission was organ-
ized, and Division I Avas formed in January,
1912, Willits was the end of the trail. There
was no railroad to Eureka or Crescent City,
and only steep, narrow, and tortuous wagon
roads existed north of Willits. Willits was
therefore the logical location for the division
offices at that time.

Division 1 comprised the counties of Lake,
]\Ieildocino, Humboldt, and the most north-
western county of Del Norte.

As new roads were constructed in Hum-
boldt and Del Norte counties and the railroad
was extended on to Eureka, it became ap-
parent that the bulk of the work in the divi-
sion, both for construction and maintenance,
was in the northern part. Often during the
winter all modes of connnunication were cut
oft" to the north. Accordingly it became evi-
dent that Eureka is now the logical place for
the district offices, even though a well estab-
lished i)lant must be left behind at Willits for
some other use.

In contemi)lating the movement of district
offices, an adjustment of the district bound-
aries was also considered advisable. Tliere-
ui)on District III has been given that portion
of lioute 15 from Upper Lake to the westerly
Lake County line and District IV has taken
over all the rest of the roads which were
formerly in District I .south of Willits in lieu
of which other territory is to be added to
District I.

The e(pii])ment shops at Willits are to re-
main as a sub-shop of District I Equipment
De])artment, and Avill care for the upkeep and
rejiair of the state equipment in District IV
as far south as Petaluma, and north in Dis-
trict T to Garberville.

Activities of the Prison Camps
On October 1, 1927, the Department of
Prison Road Camjjs was merged with the

office of the secretary of the California High-
Avay Commission, thereby ceasing to exist as a
separate unit of the Division of Highways.
At that time the operation of the prison
camps came directly under the supervision
of E. Forrest ^Mitchell, secretary of the com-
mission.

Del Norte County Camp Moved
On October 28, 1927, after three weeks of
moving oi)erations. Camp A, -which was
located near Crescent City, Del Norte County,
became Camp 12, located in Shasta County at
Green Horn, 21.6 miles west of Redding. The
ncAv location is on the Redding-Arcata lateral,
Avhich is a primary state highway as far as
the town of Weaverville. The men at this
camp will for the next two years be engaged
in the relocation of the highway from a point
at the Green Horn mine over wdiat is knoAvn
as Buck Horn Mountain. The new^ location
will eliminate a very difficult grade and will
conform to all standard state specifications.
In all there will be a total of nine miles of
new road, providing Avork for the camp for
at least tAvo years.

The men at the camp Avelcome the move as
Aveather conditions in Shasta are more faA^or-
able than those on the Del Norte coast. The
Avork comes under the supervision of District
Engineer 11. S. Condy, District II, head-
((uarters. Redding, Avith the cam]) noAv knoAAai
as No. 12 under the direction of Superintend-
ent A. N. Lund.

Lake County Camp Being Moved

On the 8th of November it is planned, to
moA'e the Lake County camp, knoAvn as Camp
No. 11. This camp is located in the eastern
])art of Lake County and is engaged in the
construction of the Tahoe-IJkiah liighAA-ay,
knoAvn as State HigliAvay Route No. 15.
Although a secondary route, this road receiA^es
federal aid. It is the main north state cross
road, leaving the Auburn-Truckee road at a
])oint near C^isco and after traversing almost
the entire Avidth of the state, connecting AAdtli
the RedAvood higlnvay at Capella, a short dis-
tance north of Ukiah, IMendocino County. The
neAV location of the Lake County camp will be
at a point near the Stubbs Ranch, Avhich
borders on Clear Lake, its work being a con-
tinuation of the present project.

VALIFORMA JlKlllWAYS AND PUBLIC WOh'KS.

23

Progress Reports From the Field

George W. Lane, who has been in charge of
the Lake County canij), several months ago
gave notice of his resignation, Avliich is to take
effect on November l-ltli. His i)osition ■will be
filled by E. D. Willitt, who recently had
charge of construction work in the Tahoe
region. F. W. Haselwood, District Engineer
of District III, will supervise the work of
Camp No. 11.

Camp E Located Near Mariposa

Camp E, under the supervision of District
Engineer E. E. Wallace, District VI, head-
quarters, Fresno, is located ten miles east of
]\Iariposa, working between El Portal and
]\Iariposa. The camp is in charge of Superin-
tendent W. B. Albertson and is now engaged
in straightening the alignment of the all-year
road into Yosemite Valley. Recently it was
proposed to move Camp E to the Big Sur
route, Carmel to San Simeon, in ]\Ionterey
County, about January 1st, but the move has
been postponed until early spring.

Camp Population

On November 1st, the population of the
several camps was as follows :

Shasta Camp, No. 12 120 men

Lake Camp, No. 11 41 men

Mariposa Camp, E 71 men

Total 232 men

Future Activities

According to a recent announcement made
by B. B. Meek, Director of Public Works,
1928 will see a rapid expansion of the camp
work. Several new camps will be established
and at least 400 more men will be given the
advantage of the outside work.

Aeroplane Used in Highway Location

The aeroplane has now come into use as a
factor in highway' location. On October 24th
F. W. Haselwood, Di.strict Engineer for Dis-
trict III, left Sacramento in a Forest Service
aeroplane to view the North Fork and the
Middle Fork canyons of the Feather River
from the sky. The plane w^as piloted by
Captain Boggs. In three hours after leaving
Sacramento, Mr. Haselwood was back in Sac-
ramento. The plane flew at an approximate
height of 5000 feet and at a speed of 90 miles
an hour.

From Sacramento Mr. Haselwood and
Captain Boggs flew direct to Oroville and
from there to Bidwell Bar. The Middle Fork
Canyon was then followed to Cromberg,
where the plane turned, returning via Quincy,
Spanish Creek and the North Fork to Oroville
and Sacramento.

j\Ir. Haselwood states that a surprisingly
accurate view of the country can be obtained
in this manner, and that no dilRculty was
experienced in recognizing landmarks. A
A'er,y excellent idea of the topograph}^ of the
countrv was obtained.

STATE HIGHWAY

PROGRESS REPORTS

Alameda County — Livermore to Dublin;
N. ]\I. Ball, contractor.

Contract covers construction of a 20 feet
by 6 inches Portland cement concrete pave-
ment constructed as a second story section
over the old 15 feet by 4 inches existing con-
crete pavement. Also the construction of road
borders and heavy grading work in filling bar
pits and widening the existing roadway to
conform with the standards of the depart-
ment.

The concrete pavement has recently been
completed and is now open to traffic. Con-
tractor Ball is now at work in completing
earth shoulders and rock borders near the
Livermore end and it is expected the entire
work will be completed before December 1st.

The contract immediately adjacent, Dublin
to Hayward, Ari.ss-Knapp, contractors, is
well under way. The heavy cuts at Buhner
and Castro Hills are nearing completion and
much other grading under way. Water-
bound macadam surface is being started, and
while much of the work will necessarily be
put over to spring, the newly graded sections
will be ready for surfacing with quarry waste
base course preparatory to final surfacing.

The w^ork on the new bridges at Alamo,
Tassajaro and Los Positas creeks, within the
limits of the Ball contract, is now well under
way. The Alamo Creek structure is all com-
pleted except pouring of concrete rails. The
Tassajaro Creek is completed with the excep-
tion of concrete rails. The contractor is now

24

CAJJFOliMA HIGHWAYS AiTD PUBLIC WOIiKS.

1928 Road Program in Preparation

at work on both of these struetures. At the
Los Positas Creek all form Avork is now in
l)laee for the superstructure and it is antici-
pated that the deck will be poured during the
week of November 7th to 12th. Traffic is now
bein^' carried across the Alamo Creek; how-
ever, at the Tassajaro and Los Positas creeks
detours are now in use and are surfaced with
rock and oil for proper handling of traffic
until bridges are completed.

Additional bridge work in the Dublin Can-
yon section of the Ariss-Knapp contract will
soon be under way.

Contractor E. P>. Sliields will be awarded
the contract covering construction of three
bridges across Palomares, llollis and Cull
creeks l)etween Dublin and Hayward.

It is lioped tliat the entire w'ork on Route 5
between Livermore and Hayward will be com-
pleted l)y the late spring of 1928.

Alameda County is favored with still
another contract Avliich was recently awarded
to the Allied Contractors, Inc., between Warm
Springs . I unction, Alameda County, and Mil-
pitas, Santa Clara County.

The contract is to grade roadway, construct
an 11 feet by 7 inclies by 9 inches concrete
strip on the right surface of the existing pave-
ment with asphalt concrete and 12 feet by 4
inches rock bordei- on botli sides. The Avork
is just stai'ting.

Xo other work outside of general nuiin-
tenance is under way in these counties.

Alpine County — State forces are replacing
washed out central pier under the Center-
ville bridge located at the junction of routes
23 and 24, ai)|)ro.\imately 9 miles south of
Markleeville.

State forces are repairing abutment on
the Hangman's bridge. Such repairs are
necessary because of damage to abutment
due to scouring uiuh'i- foot of ])i('r during
high water.

One-half mile of line change on Carson
spur is undei- way by state forces to improve
alignment and grades.

Amador County— Plans and estimate are
being ])r('pared for the reconstruction of a
bridge over Dry Creek to replace the present
inadefjuate structure. Survey for this work
was made by District X and the plans, esti-
mate and construction will be handled by the
Bridge Department.

1928 Uoad Fvoyam

In Preparation; Involves

$23,500,000 Expenditure

A program for the construction of new
sections of roads, to be paid for from the pro-
ceeds of tlie one-cent gasoline tax, is in process
of preparation. This program will cover an
expenditure of approximately $7,500,000 dur-
ing the calendar year of 1928. The rapidity
of construction will be governed by the fact
that the one-cent gasoline tax, imposed to
defray the cost of new construction, is
received in half yearly periods. The levy
just made by the State Board of Equalization,
which will jdeld $1,500,000, now goes to the
State Controller for collection, and will not
be available for expenditure prior to Decem-
ber 1st. Another pavment will be made in
May.

In the meantime B. B. Meek, Director of
the Department of Public Works, the High-
way Commission, and R. ]\I. Morton, Chief
Highway Engineer, are working out the pro-
gram of projects upon which this new con-
struction gasoline tax money will be spent.
This program is being arranged to accord
with the periods at which the money is
received.

It is planned that the new construction pro-
gram Avill be instituted during the early
spring months of 1928.

New construction financed by the one-cent
construction gas tax bill, signed by Governor
Young, together with reconstruction proj-
ects set forth in the budget submitted to the
legislature by the Governor, passed by that
body and approved by him, wall bring the
total liigliwav expenditures for 1928 up to
$2:5,500.000.

This will be nuule up as f olloAVS :
Reconstruction projects included ^

in state budget, together with

nuiintemince payable out of

state's share of the two-cent gas-
oline tax and motor vehicle fees_$13,000,000

Federal aid repayments 3,000,000

New construction under one-cent

gasoline tax 7,500,000

The present underpass underneath the
Amador Central Railroad tracks betAveen
lone and Jackson will in the near future be

CALI FORMA HIGHWAYS AND PUBIJC WOh'KS.

25

replaced by a more adeciuate structure. The
new work will consist of constructing two
new timber bents on concrete footings sup-
porting four 80-foot Bethlehem steel girders,
on top of wliich the railroad track will be
built. The new structure provides for a
clear width of roadway between bents of 24
feet, wliich, together with the added sight
distance, will make this stretch of road far
more safe for the traveling public.

One mile of grading to widen roadbed and
improve alignment and grade is under way
by state forces on Silver Lake hill.

Colusa County — The twelve miles of rock
borders Avliich was recently awarded to Hem-
street and Bell between Williams and Dele-
van is under way and progress assures early
completion.

Contra Costa County — The contract for
grading and rocking the road between El
Ciervo and Valona, Tieslau Bros., contractors,
has been completed and accepted.

The approaches to the newly constructed
Wild Cat Creek bridge are to be graded and
rocked on the new alignment. This work will
be advertised soon and constructed before the
Avinter rains set in.

Four and one-half miles of 1^-inch asphal-
tic macadam surfacing of the existing con-
crete surface of the roadAvay between Crockett
and Martinez is completed and open to traffic.
Remainder skin coat under general mainte-
nance.

At El Cerrito, Richmond, northerly 1.4
miles, the citj^ of El Cerrito has just com-
pleted the surfacing of San Pablo avenue,
Avhich was done with the cooperation of the
Department of Public Works, Division of
Highways, which contributed $35,000 to help
defray the cost of same. This section was
recently turned over to the city of El Cerrito
for maintenance and jurisdiction.

El Dorado County — The Redmond-Nelson
Company has just completed the construc-
tion of a combination dry and rubble
masonry retaining wall facing Emerald Bay,
which eliminates portion of the narrow high-
way facing this beautiful body of water,
one of the most picturesque views in the
state.

Hemstreet and Bell have just completed
their crushed gravel contract.

Glenn County — -A mile of bituminous mac-
adam pavement w^hich was recently awarded
to C. K. Buchanan betAveen Four Corners
and Butte City is progressing nicely.

Inyo County — A number of stretches of
the state highway between Lone Pine and

Bishop has been oiled. Four maintenance
crews fully e({uipped are at work on the state
highways in this county. The grading con-
tract awarded F. C. Payton between Coso
Junction and Olancha, a distance of 21 miles,
is now under way. A bridge widening pro-
gram for this county is planned.

Kern County (Easterly part of Kern
County north of JMojave) — Two maintenance
crews are at work in the easterly part of Kern
County, north of IMojave. The work embraces
the Kramer and iMojave road, a portion of
the Bakersfield-Freeman road, and part of
Route 23. The crews are equipped with
tractors, motor graders and trucks. Recent
rains have enabled these roads to be put into
first-class condition.

Los Angeles County — The pouring of con-
crete for retaining walls, a flood protection
measure, is now in progress on the Arroyo
Seco road north of Pasadena in Los Angeles
County.

Marin County — The surfacing of the
existing liighway from Ross to Larkspur
(through Kentfield) is to be advertised soon.
A 2 inches to 3| inches asphaltic concrete sur-
face 30 feet wide is to be constructed.

Mono County — Recent snow storms have
compelled the disbandment of three main-
tenance crew^s. The rock crushing plant
between Lone Pine and Independence has
finished its season's run. The macadam work
on a three mile stretch of road between Lone
Pine and Independence has been completed.
Four miles of road between these two points
have been oiled. The widening of timber and
concrete bridges from 16 to 24 feet is in
progress.

Nevada County — Arthur Remter was
recently awarded a contract for the con-
struction of a truck and storage building
and oil house at Nevada City maintenance
site. He plans to commence operations on
these buildings in the near future.

Orange County — Grading and culvert
work is now w^ell under way on the recon-
struction of 5.7 miles of state highway in
Orange County, between Galivan and Irvine.

Placer County— Ily Nelson was awarded
a contract for the cru.shing and placing of
crushed rock between Baxters and Shelter
House Number 1. The recent rains have
someAvhat handicapped this Avork but it is
thought the extension of open Aveather Avill
permit the completion thereof before the
snoAv driA'es the contractor out.

26

CALIFORMA HIGHWAYS AXD FLBLIC WORKS.

Sacramento County — Occasionally the
Division of Highways expedites the award-
in«r of a contract when the need is apparent,
as was the case with the paving of ap-
proaches to the Ben All subway. Bids were
(tpened on tliis work on October 81, signed
by tlie Director of Public Works on Novem-
ber 2, tlie contractor was on the job Novem-
ber 3 and assures us that not later than the
7th the dirt will be flying. This means the
elimination of a detour which has been in
etf'ect for some time due to the construction
of the Ben Ali subway and will also allow^
the jniblic to use this beautiful new structure
and new safe alignment.

San Diego County — All work has been
completed on the La Mesa to El Cajon recon-
struction job in San Diego County. The
new 20-foot concrete pavement with broad
shoulders replaces a stretch of 15-foot pave-
ment with numerous sharp curves.

At Del Mar in San Diego County grading
lias been completed, drainage structures are
in place, and paving has been commenced
on the change in the highway location which
eliminates the present grade crossing and
will carry tlie highway over the new over-
head crossing of the Santa Fe tracks.

San Joaquin County — Survey, plans and
estimate are under way for the construction
of new trestle approaches to the New Hope
Landing bridge. We exjiect to start on this
work in the very near future.

Plans and estimate have been i)repared for
I'cconstruetion of a portion of highway
between French Camp and Mossdale. The
construction of this unit wnll eliminate the
l)resent narrow and dangerous roadbed.

A contract for the grading and surfacing
of that j)ortion from Stockton northerly to
Cherokee Station awarded to Irey and
llolden, is at the present time under way.
Rough grading is completed and the finished
grading is now in i)rogress. The total job
is al)out 60 i)er cent complete.

San Mateo County — The bottle neck,
Colma to Cypress Lawn Cemetery, is nearly
broken. The grading and drainage contract
of the Kaiser Paving Company is completed
and the paving Avith cement contract two
30-foot strips, 9 inches to 11 inches thick, with
some surfacing with asphaltic concrete over
existing pavement, Ilanrahan Company con-
tract, is nearly complete.

The work will be completed about Decem-
ber 1st.

On the Uayshore highway, bids to resurface
jiortions of the 42-mile stretch between Visi-
tacion Valley and South San Francisco, Road

IV-SM-68-A, have been opened. The Fed-
eral Construction Company were low bidders.
Work should start within ten days and be
completed before Christmas.

The surfacing of the portion of the newly
graded section between South San Francisco
and BroadAvay Station, 5.2 miles, has been
advertised for bids to be opened November
14th, and work should start before Decem-
ber 1st.

This work, consisting of rock surfacing and
some structures, should carry on during the
wet Aveather and be complete in time for the
summer travel.

The neighboring section, Broadway Sta-
tion to Fifth avenue, San Mateo, 3 miles,
grading, drainage and rock surfacing, will
be advertised shortly and carried on to com-
pletion to allow use about the time the pre-
vious section is completed, and will open up
a wide roadway from San Francisco to San
Mateo.

Sonoma County — The approaches to the-
newly constructed Sonoma Creek bridge are
ready for adA^ertising. The ncAV alignment is
to be graded and a rock surface constructed.
This surface Avill be oiled.

Also the section of the RedAvood higlnvay
from Ignacio to San Rafael is to be paved
20 feet 6 inches to 9 inches second story con-
crete ; seA'eral changes made in alignment
betAveen Novato and Ignacio, these changes
to be rocked and oiled. All structures are to
be reconstructed to conform to standards.
This Avork is being prepared for adA'ertising
and Avill come out soon.

Stanislaus County — BetAveen Turlock and
Modesto 4.7 miles of sandy shoulders are
being treated with the oil mixing process, this
Avork being done by state forces. The shoul-
ders are to be treated for a Avidth of tliree feet
on each side of the paA^ment.

Plans and estimate are being prepared inci-
dental to the construction of a ucav timber
approach and earth fill approach replacing
the present inadequate timber approach to
the bridge across Stanislaus RiA^er.

Tuolumne County — Between Bakers Sta-
tion and the summit of Sonora Pass, approxi-
mately 9.0 miles of Avidening roadAvay and
improving alignment and grade is under Avay
by state forces.

Four and one-half miles of rock surfacing
on l>ucks jMeadoAVS easterly is nearing com-
l)letion. The material Avas crushed, hauled
and placed under contract let to Montfort and
Kassabaum. A portion of this work extends
into Mariposa County.

(Continued on page 39.)

CAIJFOh'.MA II 1(1 II WAYS AM) I'l lilJC H'OA'/wS'.

27

ONE DETOUR—

II n iKA Li. Wood, in Arizona Highways.

I ;iin (lotour ;

Milker of cuss woi'ds,

lM-0(liicer of pains,

Destroyer of autos.

Even the good say damn when they see me

And the wicked say I am hell.

1 putteth in actiiui the rear seat drive,

1 niaketh the Cadillac look like a flivver,

And ti flivver like a junk pile.

Woe unto the motorist that forRetteth me :

That taketh me not into consideration ;

That thinketh not of me when he planneth a journey !

For. verily, when he is at the heighth of his pleasure,

When he sayeth unto himself,

"Verily this is the road of roads

And motoring is the king of pleasure."

Then will I descend upon him

And utterly destroy his joy in life.

Yea, verily, I will break his springs

And bend his axle ;

I will burn out his bearings,

And his differential I will turn into a scrap of metal ;

I will cause his tires to be punctured

And his radiator to work like a sprinkler.

Yea, verily. I will turn his whole trip into a nightmare

For I am Detour, greatest of all joy killers.

Even the high and mighty are humbled by me

And the tourist liveth in fear of my wrath.

AND ANOTHER—

By George C. Mansfield.

I am a California detour ;

A "sign of progress'

The advance agent of better roads.

Already in the building.

The foolish may say damn

When they ride over me.

And the wicked may say hell.

But the wise know that without me

Good roads could not be,

And they possess their soul in patience,

Some even praising me.

Chuck holes are my chuckles

As I think of the privilege

That has been mine

To be the proud parent

Of highways so tine

That all the world sings

Paeans of praise to these

My road children.

What if they forget

My part in the work ;

Y^et will I continue

This first work to do.

I clear the path

That the way may be made straight,

The pavement smooth.

The roadbed firm.

The highway good.

If I bump the foolish,

Besmatter the irritable,

Stall the impatient.

Why not?

It may teach them to look

Beneath the rough and outer surface,

Down into the actuality of things.

It may teach them to see mirrored in me

The reflection of

Labor and capital working peacefully together,

Building a bigger state

For a better people.

I am a California detour;

A "sign of progress,"

I apologize to no one,

For without me

Good roads could not be.

ROUGH GOING

"How's this?" asked the lawyer of the contractor.
"You've named six material dealers in your will to
be your pallbearers. Would you not rather choose
some of your friends with whom you are on better
terms?"

"No, .Judge, that's all right. Those fellows have
carried me so long that they might as well finish the
job."

"One man is knocked down by an automobile every
twenty minutes in Los Angeles." — News Item.
You would think it would wear him out.

— Motor Chat.

The following was the verdict by an Iowa jury in
a suit against a railroad company :

"If the train had run as it should have run ; if
the bell had rung as it should have rang; if the
whistle had blowed as it should have blew, both of
which it did neither — the cow would not have been
injured when she was killed." — Erith Observer.

A farmer in the south came to town a few weeks
ago with a load of cotton. "Do you know," he re-
marked as he stood near the newly improved highway,
"I made the trip in a little under two hours this morn-
ing. It used to take me two days and a couple of plugs
of chewing tobacco. This morning I made it with
one chew."' — Bitiid'uifi M (itrnaifi.

The track supervisor received the following note
from one of his tracJi foremen : "I'm sending in the
accident report on Casey's foot when he struck it with
the spike maid. Now under 'Remarks.' do you want
mine or do you want Casey's?"

A balky mule has four-wheel brakes.

A billy goat has bumpers.
The firefly is a bright spotlight.

Rabbits are puddle jumpers.
Camels have balloon-tired feet.

And carry spares of what they eat ;
But still I think that nothing beats

The kangaroos with riunble seats.

— Kentitcljj Hujh ways.

In a certain province liable to floods there is a
notice on a low-lying road which reads :

"When this sign is under water this road is im-
passable!"— The Nation's Highways.

W^omen, says an English paper, have invaded all
but thirty-seven of the occupations of the world. There
are as yet no women engine-drivers.

There isn't any back seat in a locomotive cab.

— Judge.

A man is something that can see a pretty ankle three
blocks away while driving a motor car in a crowded
-city street, but will fail to notice, in the wide, open
countryside the approach of a locomotive the size of a
schoolhouse and accompanied by a flock of forty-two
box cars.

CALII-ORSIA JlIGinVAYS AND rCBLIC WORKS.

THE CALF-PATH

U. S. MOTOR VEHICLE REGISTRATION

One (lay, tluough the primeval wood,

A calf walked borne, as good calves should ;

But made a trail all bent askew,

A crooked trail as all calves do.

.Siuce then two hundred years have fled,

Aud, I infer, the calf is dead.

I?ut still be left behind bis trail,

And thereby hangs my moral tale.

The trail was taken up next day

liy a lone dog that passed that way ;

And then a wise bell-wether sheep

I'nrsued the trail o'er vale and steep,

Aud drew the flock behind him, too,

As good bell-wethers always do.

And from that day, o'er bill and glade,

Through those old woods a path was made;

And many men wound in and out,

And dodged, and turned, and bent about

And uttered words of righteous wrath

liecause 'twas such a crooked path.

lint still they followed — do not laugh —

The first migrations of that calf.

And through this winding wood-way stalked,

Because be wobbled when he walked.

This forest path became a lane,

That bent, and turned, and turned again ;

This crooked lane became a road.

Where many a poor horse with bis load

Toiled on beneath the burning sun.

And traveled some three miles in one.

And thus a century and a half

They trod the footsteps of that calf.

The years passed on in swiftness fleet.

The road became a village street ;

And this, before men were aware,

A city's crowded thoroughfare ;

And soon the central street was this

Of a renowned metropolis ;

And men two centuries aud a half

Trod in the footsteps of that calf.

lOacb day a hundred thousand rout

Followed the zigzag calf about ;

And o'er bis crooked journey went

The traffic of a continent.

A hundred thousand men were led

liy one calf near three centuries dead.

They followed still bis crooked way.

And lost one hundred years a day ;

For thus such reverence is lent

To well-established precedent.

A moral lesson this might teach.

Were I ordained and called to pieach ;

For men are prone to go it blind

Along the calf-paths of the mind.

And work away from sun to sun

To do what other men have done.

They follow in the beaten track.

And out and in, and forth and back.

And still their devious c-ourse jjursuc.

To keep the path that others do.

lint how the wise old wood-gods laugh.

Who saw the first primeval calf!

Ah ! many things this tale might teach.

But I am not ordained to preach.

— Sam Walter Foss.

Motor veliicles registered in the United
States in the first six months of 1927 totaled
20,991, ;333, according to a statement October
25 by the Bureau of Public Roads, Depart-
ment of Agriculture. California's registra-
tion Avas 1,."')84,723 and was exceeded onlj' by-
New York.

The increase in registration over 1926
amounts to 1,374,578 vehicles, or 7 per cent.
California's increase was 8.6 per cent.

The full text of the statement follows :

A total of 20,991,333 motor vehicles were
registered in the United States in the six
months of 1927. This represents an increase
of 1,374,578 or 7 per cent over tlie registra-
tion during the same period of last year.

The states showing the largest percentage
increases are Tennes.see, South Carolina,
North Carolina, Illinois, West Virginia, New
Jersey and Massachusetts. It is worth noting
that 1926 .statistics showed all of these states
to be above the average of 5.4 persons per
motor vehicle for the entire United States.

Revenue from registrations, licenses, etc.,
amounted to $272,119,534, of which $12,452,-
059 has been allocated for collection and
administration purposes, $188,525,679 for
state highwavs, $47,937,641 for local roads,
$21,795,330 for road bonds, and $1,408,825
for miscellaneous purposes. In recent years
the motor vehicle and gasoline tax revenues
have constituted quite a substantial portion
of higliway expenditures.

The total motor vehicle registrations and
the percentage of increase or decrease com-
pared with the same period (six months) in
1926 Avere as follows:

Alabama 211,88.") 7.0

Arizima 09,.->0!) 8.5

Arkansas 17.5,7(K) —0.9

California ].r)84.728 8.6

Colorado 234,794 4.0

Connecticut 202,03") 9.8

Delaware 42.7S4 6.1

Fb)rida 373.4S2 —0.6

Georgia 200,079 9.0

Idaho 89,000 5.8

Illinois l,.306,00O 12.2

Indiana 74r),00() 7.9

Iowa 000,8SS 1.9

Kansas 454.68;-) 4.9

Kentuckv 254,595 3.0

Louisiana 210,000 —3.0

Maine 141.605 10.2

Maryland 249.8S3 9.8

M:issaciiu.setls 697.404 11.1

.Michigan 1,041,482 5.0

Minnesota 607,725 5.8

Mississippi 197,881 9.9

Mis.souri 609.849 4.5

CALIFORNIA HIGHWAYS AND PUBLIC WORKS.

29

COMMUNICATED

Los Angeles Traffic

Greater Per Mile Than

Is That of Chicago

r.os Angeles, Calif., Novomber 4, 1927.
Mr. (lEORGE C. Mansfield,

Editor California Highways,
Sacramento, Calif.
Dear Sir:

A short article, "Cost of Road Traffic Delay,"
appears t)ii page eight of the September issue of the
California Highways.

The daily vehicle-miles in Cook County for 1924
are given as 990,000 for 418 miles of highway, or an
average of 2390 per mile.

In Los Angeles County our traffic census shows
1,015,012 auto-miles and 105,159 motor truck miles
per day for 158.55 miles of paved highways, or an
average of 6400 and 663 per mile, respectively — a
total of 7063, being more than three times the traffic
in Co')k County.

The computation of the cost of road traffic delay
is a new feature and one which I can hai'dly recom-
mend to represent true conditions. It is almost
impossible to express loss of time, due. to traffic
conditions in money value.

This is entirely dependent on who is losing time
and for what purposes people are traveling over the
road. Pleasure travelers' time is certainly not worth
three dollars an hour, nor is the time of the wife or
children riding with the business man, though his
time may be worth money. To compute this loss on
the basis of accumvdated time of four minutes per
mile, gives the result far in excess of the actual value.

Loss of time in minutes can hardly be expressed in

Montana ___" 91,701 —0.7

Nebraska 324,169 —1.7

NeVada ' 22,457 9.4

New Hampshire 86,618 9.7

New Jersey 639,339 11.1

New Mexico 50,556 8.6

New York 1,704,987 9.1

North Carolina* 418,271 12.6

North Dakota 145,383 0.9

Ohio 1,459,815 6.5

Oklahoma 1 459,429 4.2

Oregon 204,895 4.7

Pennsylvania 1,425,424 7.4

Rhode Lsland 103,533 7.1

South Carolina 174,378 15.5

South Dakota 152,069 —2.4

Tennessee 265.842 16.7

Texas 950.110 5.1

Utah 84,450 3.2

Vermont 69,058 ■ 9.8

Virginia 299,924 8.2

Washington 348,628 6.8

West Virginia 205,121 11.6

Wisconsin 626,452 6.0

Wyoming 46,198 4.1

District of Columbia 91,873 2.2

Total 20,991,333 7.0

* Registration figures for North Carolina cover full
year.

nioney. In most cases the loss does not exceed a few
minutes and can not amount to that number of hours.

The most important feature has been ignored —
that is, no consideration has been given as to what
the loss of time would have been if these 418 miles of
highways had not been improved. I can not say how
much time is gained and money saved on account of
traffic moving more rapidly resulting from a paved
road, but many years ago I originated the theory of
operative income against the cost of maintenance and
depreciation, by which I assumed that there is a
difference of one cent per mile in favor of the paved
highway due to less wear on tires, consumption of
gasoline and loss of time, and at least five cents per
ton-mile for motor trucks. I find that the 418 miles of
paved highways in Cook County have produced an
operative income of at least $3,613,500 for the year
of 1924 (the number of motor trucks were not men-
tioned), which gives an average of $8,645 per mile.

On the same basis the 158.55 miles in Los Angeles
County have shown an operative income of $3,704,700
for the past year for automobiles and $1,919,170 for
motor trucks on the basis of truck-miles only and not
ton-miles, making a total average operative income of
$35,471 per mile.

Looking at the matter from this standix)int, it is.
my opinion that we have given the improved highway
due credit, as this represents indisputably the advan-
tage to the public at large ; in other words, it show*
that money has actually been saved.

Very truly yours,

John C. Vkenhuyzen.

(Editor's Note. — Mr. Veenhuyzen is superintend-
ent of the Division of Administration and Accounts,
of the Road Department of the county of Los Angeles.)

FEDERAL AID

The status of federal aid highway con-
struction in the various states as of July 31,
1927, is contained in a report of the Bureau
of Public Roads just received. The report for
California follows :

Projects completed prior to July 1, 1927 :

Total cost $35,128,269.04

Federal aid 16,967,026.82

Miles 1,306.3

Projects completed since June 30, 1927 :

Total cost $384,361.20

Federal aid 224,871.31

Miles 15.9

Projects under construction (fiscal year,
1928) :

Estimated cost $7,088,452.73

Federal aid allotted 3,205,702.36

Miles 136.3

Projects approved for construction (fiscal
year 1928) :

Estimated cost $103,357.10

Federal aid allotted 62,114.26:

Miles 4.5

Balance of federal aid fund available for
new projects, $4,096,637.25.

30

CM.I lOL'MA IIICIIWAYS ASIt I'l IlLlc iroA'A'.S.

TREE PLANTING AND

PUBLIC UTILITIES

(Continued from page 5.)

phiiiti'd witli roadside trees, the annual cost
involved in their care and replacement repre-
sentin*; an expenditure of two cents of each
dollar api)r()])riated for <»eneral iiiaintenanee
Avorlv.

Tlie liio'hway rip-lit of -way is also considered
the natural location for utilities as service
can be furnished with a niininiuni of extension
lines and the cost of private riji'iit of way need
not be added to tlie established rates.

The success of the tree plantinp: movement,
however, has placed a burden on the pole
line companies, as the earlier plantings have
reached sufficient height to interfere Avith
wires and cause "cross-talk" on the telephone
and electric disturbances on the power wires.
To avoid topping or cutting unsightly notches
througii tlie trees, it is necessary either to
raise tlie Avires on longer poles or to move the
lines. The public utility companies appreci-
ate tlie value of the trees and generally where
trimming has been permitted, the work is
satisfactory. However, occasionally through
carelessness, an unsightly job is done and
the public's immediate protest indicates
their active interest in roadside trees.

To minimize this conflict and satisfy both,
from an aesthetic and economic view, at the
same time provide for the future development
of our highways, it was necessary to assign
some definite location within the right of way
to the trees, poles and service utilities. Plac-
ing trees too close to property lines has often
resulted in damage to them from the stock
within the adjacent fields. Proper cultiva-
tion and protection from fire is also hampered
by too close proximity to property lines, and
the cost of watering increases when trees are
located beyond the reach of our one man
tree watering units. Placing poles along the
tree line means interference with proper tree
growth and, due to continuous trimming for
wire clearance, handicaps growth and (level-
opment of the trees.

For these reasons it was decided to place
the poles at the right of way line and the
trees adjacent to the curb line. The trees at
the future curb line will in time present a
vista of green banked foliage i-estful to the
eye of the motorist and to a large extent
hiding the unsightly poles.

The location and maintenance of pole lines
within the highway right of way and their
interference with trees was recently the sub-

( Continued on page 39.)

BUILDING CALI-
FORNIA'S BUILDINGS

(Continued from page 8.)

.MISCELLAXEOrs WORK

This subdivision includes all the activities
of various sections of the division over and
above those directly related to projects for
which money has actually been appropriated.

Assistance of an advisory nature is con-
stantly being rendered the various depart-
ments and institutions, in connection w'ith
technical subjects. Sketches and estimates
are prepared for considerable proposed work
that is never carried to completion. Develop-
ment plans for the new institutions, and for
proposed changes in the older ones, are con-
stantly being worked on. Also plot plans
showing existing conditions which the division
has never been able to finance in a comprehen-
sive Avay, and the lack of which rej^resents a
serious handicap, are being made as rapidly
as possible and are being kept up to date to
the best of our ability.

It is not possible to give an accurate account
of the amount of time spent by the employees
of the division on this miscellaneous Avork.
It is safe to say, hoAVCA'er, that as a minimum
estimate one-third of the time of the executiA^e
officers and the section heads is dcA'oted to the
handling of these luiscellaneous details.

Subcontracts are made in many cases
rather than a general contract, Avhere it can
be demonstrated that a saA'ing to the state can
be effected in handling the Avork in this man-
ner. When such a procedure is folloAved, the
Division of Architecture acts in the same
capacity as a general contractor. Construc-
tion Avork on the Sacramento state buildings
is being carried on by the subcontract method.

Three specially important points in the
present method of operation are called to
attention as having much to do Avitli the
increasingly satisfactory results being
obtained. These three points are as folloAvs:

1. Projects are being carefull.y estimated
by the Division of Architecture as to cost, in
advance of making ai)proin-iations.

2. The state is gradually adopting a polic.y
of permanent building construction at all
institutions; there are only occasional excep-
tions to this in cases Avhere particular condi-
tions exist.

'.\. The Division of Architecture itself, is
financed independently of the building appro-
priations; this almost entirely eliminates fric-
tion between the institutions and departments
served and the division, and at the same time
makes foi- greatei- efficiencv in the diA'ision.

CALIFOIiNIA HIGHWAYS A^'D PUBLIC WORKi^.

31

im:hsonali\

At the fall hoard nu'etiii<2,' of presidents,
direetors, secretaries and advisory boards of
the Assoeiated (lenoral Contractors of Amer-

ie;i. wliich took
])]aee in Hirniinu-
liaui, A 1 a h a ni a,
Oetnher 17 to 20,
1!)27, ('ontraetoi"
\V. A. Hechtel of
San Francisco, a
nieniher o f t h e
N o r t h e r n Cali-
fornia C li a p t e r,
w a s nnaninionsly
nominated for the
next president of
the "A. G. C."
Election will take
place at the An-
n n a 1 Convention
whieh will occur during the latter part of
January. 1928, at West Baden, Indiana.

R. M. Morton, State Highway Engineer, has
been honored by the American Association of
State Highway Officials by selection as one
of the ten members of its executive committee.
The committee is made up of commissioners,
engineers and others affiliated with highway
construction in America.

W. A. Bechtel

]\Iiss Lucile Steers, personnel clerk of Dis-
trict 111, and Thornton K. May, draftsman
in the headquarters Bridge Department, Avere
married November 8tli.

]\Iiss Elizabeth Etzel, information clerk for
a number of years in the headquarters office
of the Highway Commission, and Mr. Wade
Bowse, prominent farmer of Gridley, will be
married in Reno on November 16tli. They
will make their home in Quincy, where ]\lr.
Rowse is going into business for himself.

San Francisco can invest money to no better
result than improvement of streets and crea-
tion of boulevards, making available to motor-
ists its locations of beauty, believes Harvey JNI.
Toy, former chairman of the State Highway
Commission, who recently returned from a ten
months' tour of the world. In Europe Toy
found that country highways are far inferior
to those of California, "but," he adds, "the
big cities — Paris Vienna, and Berlin in par-
ticular— are far ahead of us in boulevard con-
struction.

PUTTING THK "RIGHT"

INTO WATER RIGHTS

(Continued from page 7.)

such survey of water title, use of water,
stream flow, etc., as may be necessary. Claims
are filed, these are published, abstracted and
appropriate notice given to interested parties
and contests, if any, are heard. The division
prepares its findings and submits them to the
superior court which affirms or modifies and
enters an order defining the rights of the
respective parties.

Decrees Entered

Decrees have already been entered under
one procedure or the other defining rights on
Willow Creek in Lassen County, San Pedro
Creek in San Mateo County, North Fork of
Cottonwood, Hat and Burney creeks in Shasta
County, AVest Fork of Carson River in Alpine
County, Oak Creek in Inyo County and Mor-
rison Creek in Del Norte County. Proceed-
ings looking toward a determination of rights
are under way or findings have been sub-
mitted and decrees are next in order on
Stanislaus River, Shasta River, Whitewater
River, North Cow, Oak Run and Clover creeks
in Shasta County, Owl, Soldier and Emerson
creeks in Modoc County, Butte Creek in Siski-
you County and Los Alamos Creek in Santa
Barbara County.

AVater Masters

Section 37 of the Water Commission Act
provides that the , division "shall divide the
state into water districts to be so constituted
and adjusted as to insure the most practical
and economical supervision of the distribu-
tion of water on the part of the state, and
shall have authority to make such reasonable
regulations to secure distribution of water in
accordance with the determined rights as may
be needed. ' ' There has so far been no com-
prehensive division of the state into water
districts but the division has upon request of
interested parties placed water masters upon
Shasta River, North Fork of Cottonwood,
Hat, Burney, North Cow, Oak Run, Clover,
Butte, Owl, Soldier, Emerson and Cedar
creeks — the Avaters of the last named creek
being distributed under a decree of the super-
ior court of Modoc County entered without
reference to the division.

Investigations.

The iuA'cstigational w^ork of the division is
often closely allied to the adjudication and
stream administration work as might be

(Continued on page 39.)

32

CALIFORNIA HIGHWAYS AND PUBLIC WORKS.

THE "OIL MIX" METHOD

(Continued from page 13.)-

harrow pulls in behind and begins mixing,
goin<r back and forth over the section oiled
until the distributer returns with another tank
load of oil. This harrowing operation can
not be overdone.

The second and third oil applications are
disc harrowed in the same manner as the first
ajjplieation.

Till' material is then bladed from the side
to the center of the road with a road grader,
the first trip with the grader lining up the
edge in a straight line and throwing the
material toward the center. A second trip
with the grader flattens out toward the center
the ridge thrown up by the first trip. The
third trip windrows toward the center of the
material flattened out by the second trip. Two
adjacent windrows at the center are the result
after the completion of the third tri}) on both
sides of the road. The fourth trip with the
grader lays one windrow on top of the other
and the fifth trip splits this windrow in two,
flattening out the material which is now on
its way back to the edge of the road. The
process is then repeated, usually with a ten-
foot grader. Sometimes the mixing is done
with a Best tractor ])ulling two graders with
the blades set in opposite directions.

FINAL MIXING

The final mixing is entrusted to an
experienced man who has learned by experi-
ence the i)roper color which must be obtained
for best results. The amount of mixing and
number of trips depends somewhat on the
tem])('i'ature, character of material being
mixed and the viscosity of the oil. The proc-
ess of mixing is continued until the rock is
thoroughly coated with oil and until the
entire mixture has attained a uniform brown
coloi'. The material is sometimes turned over
from thirty to forty times.

A ])roperly curved mold board set at
approximately 45 degree angle and oi)erated
at a relatively high si)eed is essential for
pro])('r mixing. The tractors used for mixing
are usually governed to operate in second gear
at a speed of four miles per hour. This speed
is essential in order to obtain a rolling action
til us turning the material completely over on
the face of the mold board instead of a sliding
or croAvding action.

After the material is thoroughly mixed, it
is bladed to a uniform cross-section by the
finish grader and maintained smooth under
tratfic by a light grader for several days. The

last grading should shape only the top one
inch.

It is essential that an experienced and
expert operator be used for the finish mixing
and spreading. If not handled properly, the
mixed material may be spread too thin in
l)laces and unnecesarily thick in others, par-
ticularly on superelevated curves. Insufficient
thickness results in early raveling of the sur-
face which must be patched. When the sur-
face ravels, the usual method of repair is to
paint the surface of the resultant hole lightly
with fuel oil and then fill the cavity wdth pre-
mixed three-quarter-inch rock and oil tamped
or rolled into place.

SUMMARY OF OPERATIONS.

Following is a summary of the difi'erent
stages followed from beginning to end of a
typical oil mix job :

1. Preliminary scarifying.

2. Balance grading.
8. Final scarifying.

4. First application of oil.

5. Disc harrowing.

6. Second application of oil.

7. Disc harrowing.

8. Third application of oil.

9. Disc harrowing.

10. Preliminary or rough blade mixing,

11. Final or finish blade mixing.

12. Spreading mix.

13. Surface compacting and smoothing.

14. Seal coat (if needed).

15. Correction of construction defects and

maintenance.

AMOUNT OF OIL

The principles involved are similar to those
governing asphalt ic concrete excepting that
the low viscosity asphaltic binder used in this
process covers the particles with a thinner film
than does the harder as])halt. Tests indicate
that three-fourths as much light oil should be
used as asphalt for like mixtures, though
definite standards of quantity of oil have not
been finally develojied. Experienced opera-
tors can accurately judge recjuirements by ap-
pearance. A stain test modified from sheet
asphalt practice promises to be useful. The
amount of oil depends primarily upon the
amount of sand and dust passing a 10-mesh
screen.

Exi)erience has demonstrated that the
amount of oil to be used should be kept at a
minimum.

In Oregon as low as from 0.9 per cent to
1.0 per cent of bitumen has been found hold-
ing a road. In California, the percentage

CALIFORNIA HIGHWAYS AND PUBLIC WOKKt^.

33

ranges from 2 per cent to 7 per cent with an
average of 3 per cent to 4 per cent.

In order to secure best results, a screen
analysis of the road material should be made
prior to oiling.

Aggregate containing from 40 per cent to
60 i)er cent of 10-mesh material usually gives
more satisfactor.y and stable results than
aggregate containing less than 40 per cent
passing a 10-mesh.

A hard nonporous gravel will usually re-
quire less oil and a porous volcanic rock a
higher percentage.

In the final analysis the amount of oil used
must be governed by the appearance and the
mixing is continued until the material assumes
a dark brown or chestnut color.

CORRECTION OF CONSTRUCTION DEFECTS AND
MAINTENANCE

Construction defects are very apt to occur,
especially when the work has been performed
by a crew which has not had a great deal of
experience. The defects consist of spots too
rich or fat or which are too lean.

The spots which are too rich in oil may cor-
rugate or rut. These places are easily re-
scarified and remixed. ]More dry material is
brought up from below and mixed in until the
proper color is secured.

This rescarifying and remixing of a too rich
road is a job calling for much experience
because of fhe fact that considerably less than
one-half inch of additional dry material is
usually sufficient to reduce the mix to the
proper consistency.

If too lean a mix is secured either originally
or after remixing it is customary to seal the
surface with a light apijlication of oil,
approximating one-eighth gallon.

The reason why a smoother road on the
average can and will be secured by the oil
mix process than by the surface oiled method
is primarily on account of the ability to
smooth the surface of the oil mix road under
traffic by means of the blade, a process which
can not as a rule be used on surface oiled
roads Avithout danger of breaking the crust
with resultant necessity of patching and con-
sequent roughening of the surface, though this
roughening may be slight when the patching
is skillfully done.

COST

There is not a great deal of difference
between the average cost of oiling by the pene-
tration method and the cost by the oil mix

process, although the cost of specific projects
by either method vary widely.

The average cost of oiling some 426 miles
by the penetration method during the current
year was $1,103 per mile. The minimum cost
was $577 per mile on a six-mile section where
only ten tons of screenings per mile were used
for covering the oil. The maximum cost was
$1,582 per mile for oiling 125 miles in our
District I where 0.66 gallons of oil per square
yard and 252 tons of screenings per mile were
used. An average of 0.585 of a gallon of oil
per square yard was used on the total mileage
oiled.

The average cost of oiling 185 miles by the
oil mix process during the same period was
$1,183 per mile with an average use of 1.32
gallons of oil per square yard. The lowest
cost was on a 2.3-mile section Avhere $761 per
mile was spent. The most expensive work was
in District VIII where the average cost was
$1,364 per mile, 1.6 gallons of oil being used
per square yard. However, the work in Dis-
trict VIII is the best in the state and
apparently fully justifies the additional ex-
penditure to secure a first class job.

The average delivery price paid for over
7,600,000 gallons fuel oil used in California
to date during 1927 has been $1.78 per barrel,
or $0.04 per gallon. The price at the.
refinery was $1.29 per barrel or 0.03 per
gallon.

The 325,600 gallons of road oil used cost
$2.46 per barrel or 0.059 per gallon delivered.

CONCLUSION

In conclusion it may be repeated that no
claim to originality is made in connection
with the oiling of natural soil or crushed rock
or gravel roads with light asphaltic oils.

It is claimed, however, that by following
the methods of procedure outlined herein
reasonable certainty can be had that roads
so constructed on a good foundation will ade-
quately serve even a large volume of traffic
for a number of years at a much lower main-
tenance cost than the expense of maintaining
and renewing a rock road with an untreated
surface.

There is no doubt but that the uniform suc-
cess which has attended the bulk of the oiling
done in California this year is the result of
systematic study and the adoption of uniform
and proper methods of construction, accom-
panied by laboratory advice and control. Too
much strees can not be laid upon the care
which should be given any class of oiling work.
Care and skill are necessary if satisfactory
results are to be secured.

CAI.II'OliMA IH<;n WAYS AND I'VBLIV WOL'KS.

FROM OTHER STATES

AI.Al'.A.MA is wdiUiiij; tuw.inl :i <-oiitimiiuisly im-
proved liifjiiwiiy liuiiiiiif; its entire length. This route,
known locjilly ;is the I'.ee Line Iliffhway. passes from
Athens and Ali)any, on the north, through Birmingham,
Montgomery, aud on south to the Gulf.

ARIZONA — Arizona's greatest highway program,
calling for the expenditure of $5,654,487.52 for the
construction and improvement of state highways, is
provided for in the budget of the Arizona Highway
Department for the remainder of the fiscal year end-
ing June 30, 11)28, was adopted September 10th by the
Arizona State Highway Commission.

The revenue provided for in the budget is to bo
derived from the ten-mill property tax, direct appro-
Iiriation. the four-cent gas tax. motor vehicle and
motor title fees, proclamation aud .special .-iiipropria-
tions. Federal Aid and municipal aud railroad par-
ticipation. Federal Aid participation for the present
fiscal year aggregates .$2.:;G7,581.62.

C'Or-ORADO\S state road program for 1027 called
for au estimated expenditure of .$.'i.004.00O. a major
share of which was to be derived from the three-cent
gasoline tax.

('<)XNE<"riCUT — The program of the state high-
way department for the next four years calls for the
reconstruction of 137 miles of road in 1927. 362 miles
in 1928, 585 miles in 1929 and 334 miles in 1930, and
the construction of 550 miles of new highway. The
estimated cost of this program is $69,000,000.

LOT'ISIANA — A tour of inspection of the Louisiana
flooded area, from ^Melville north and northwest to
the Arkan.sas line. rev<'als the fact tliat truly remark-
able progress has been made in reh.-ibilitation work.
The highway forces, under skillful direction, have
almost completed the tremendous task of rebuilding
and repairing the damage wrought by the unpre-
cedented flood.

^^NN^iSOTA — Northern and .southern Minnesota,
representing respectiv<'ly the iron miuing center of
Ameri<"i and one of tlie richest farming regions, is now
connected by a hard surfaced highway 355 miles long.
Improvements were completed on the last remaining
gaps a few weeks ago. Route No. 1 extends from the
north shore of Lake Superior at Grand Maris, Min-
nesota, south via Duliith atul tlie Twin Cities to the
Iowa l)order.

NEW MEXICO has developed a low-cost ground-
level roail for the sparsely settled table lands. This
type of construction, known :is Mesa Roads, costs
only $300 a mile.

NEW YORK CITY has 700 pieces of motor driven
e(iuii>ment and 1500 trucks available for snow re-
moval. IMans are being perfected for keeping the
streets more completely cleared of snow and ice this
coming winter than ever before.

OHIO— Approximately .$40.000.(X)0 will become
av;iilable for road construction and maintenance dur-
ing the next year and a half. This will be applied to
a state-wide program which includes many miles of
reconditioning, rebuilding, relocating, widening, and
otherwise grooming Ohio's roads for an estimated 1935
traffic of 2.600,000 vehicles serving 7,000,000 people.

I'ENNSYLVANIA — Patrols are maintained on
practically the entire state primary and secondary
.system — comprising 11.456 miles — of which 4,546 miles

is hani surfaced, 3,245 miles of gravel or similar type,
and 3,66.5 miles earth.

TEXAS — Texas highway road builders are experi-
menting with green coloring matter in their concrete
material for the purpose of getting away from the
glaring white of the ordinary concrete road. One ob-
jectiou to the green color is that the road at night
would not be so visible.

"WASHINGTON— What is believed to be the first
m:ignetic device especially designed to serve in high-
way maiuteuance is reported by Professor H. B. Car-
penter, Director of the Engineering Experiment
."-Ntatiou. State College, Pullman, Washington. This
e(iuipmeut. designed by H. J. Dana of the Experiment
Station, will i)ick up nails and heavier pieces of iron
from a height of six inches or more. When lowered to
within two inches of the ground it loosens and collects
nails embedded in loose gravel or partly embedded in
compacted material.

HIGHWAYS ARE CALI-
FORNIA'S ARTERIES, BUT
WATER IS ITS LIFE BLOOD

(Continued from page 11.)
SPECIAL INVESTIGATIONS

Alono- Avitli the.se many permanent statu-
tory duties which continue through succeed-
ing' years, the State Engineer is enjoined by
legislative enactments to make special engi-
neering investigations, and serve on special
state commissions and boards. An idea of the
nature of these special investigations and the
amount of work which they involve may be
had by reference to the following investiga-
tions :

1. The Water Resources of California, which is
the most comprehensive of its kind ever undertaken
by any state, covering as it does a complete inventory
of the waters of the state and pri)viding for a com-
prehensive coordinated plan for their develoimieut.

2. The survey of the Santa Ana River watershed
and basin, made in cooperation with Orange. River-
side and San Bernardino counties for the control of
floods and for putting to beneficial use tlie waters of
this area.

3. The investigation of the Salt Water Rarrier and
Iron Canyon Survey, made in cooperation with the
Ignited States Recliimation Service.

There are jieople who believe that Florida will go
Republican in the next presidential election.. Well,
ice-fields have just been found in Africa. — American
Lumberman.

liefore buying a horse you look in his mouth.
Before buying a second-hand flivver look beside, behind
and beneath the rear seat cushion. Should you find a
couple dainty handkerchiefs and a pair of dice, or a
lipstick and half a package of cigarettes, or several
assorted buttons and a vanity case, or a cheap bracelet
and an empty bottle, or perhaps a feminine garter, by
all means, buy the car.

Regardless of what the dealer says, you have suf-
ficient proof that the car has been run but little.

— Collcfic Hum or.

cMJi-oirMA iii(;ii\yA)\i A\n I'lni.ic uo/.-an.

35

October Record of Bids and Awards

HIGHWAYS

PLACER COUNTY — Road surfaoiug-. flushed
gravel or stone, between Baxter's and Shelter
Honse No. 1. Dist. III. Rt. 'M, Sec. D & E. Engi-
neer's estimate .$13,750. Bids opened Oct. 3d as
follows: J. R. Reeves. Sacramento. .$1.5.500: E. B.
Bishop. Sacramento. $15,500; Hy Nelson. Alameda.
$13,000: Hemstreet & Bell. Marysville. $18,250;
Tieslau Bros.. Berkeley. $16,000; J. F. Collins.
Stockton. $17,500. Contract awarded to Hy Nelson.
$13,000.

ORANGE COUNTY — Bridges, reinforced concrete
girder, across Aliso Creek, and widening of existing
reinforced concrete girder bridge 2 miles south of
Tu.stin. Dist. VII, Rt. 2, Sec. B-C. Engineer's esti-
mate $23,154.50. The following bid was opened
Oct. 10th : Richard R. Bishop. I>ong Beach. .$25.032..50.
Bid rejected.

SAN BERNARDINO COUNTY— Three bridges
over Warm Creek, Santa Ana River, and Mission
Storm Drain ; Dist. VIII. Rt. 26. Sec. A. Engineer's
estimate $81,6.39.40. Bids opened Oct. 10th as fol-
lows : Lynch. Cannon Engineering Co.. Los Angeles,
$96,608.-55; R. Johnson. Glendale. $75,111.50; Martin
Green. San Bernardino. $79,695.60. Contract awarded
to R. .Johnson. Glendale, $75,111.50.

COLUSA COUNTY— Two bridges over Stone
Corral Creek and Funks Slough Bridge. Dist. Ill,
Rt. 7. Sec. C. Enpneer's estimate $24,359.50. Bids
opened Oct.' 10th as follows : A. Young. Yreka.
$31,097.50: F. H. NeiLson. Orland. $26.1-57.50; M. A.
Jenkins. Sacramento, $2-3.9-33; Harry Thorsen. St.
Helena. .$24,967; E. B. Skeels. Roseville, .$25,405;
Holdener Construction Co.. Sacramento. $24.680.50 ;
Noble Bros.. San Jose, $21.857.20 ; Villadsen Brothers,
.$29,534.75. Contract awarded to Noble Brothers.
San Jose. $21,857.20.

SAN BERNARDINO COUNTY— Asphalt concrete
paving. 9.3 miles between Cherrv Avenue and San
Bernardino. Dist. VIII, Rt. 9. Sec. A-B-C. Engi-
neer's estimate $225,984.50. Bids opened Oct. 10th
as follows : Southwest Paving Co.. Los Angeles. $189.-
226.60 : Ed. Johnson & Sons. Los Angeles. $191,020.30 :
Allied Contractors. Inc.. Omaha. Neb.. .$193,383.20;
Steele Finley. Santa Ana. $182.-544.50: A. Teichert &
Son. Inc.. Sacramento. $207.730 : Geo. R. Curtis
Paving Co.. Los Angeles. $204.6-54 ; Hall- Johnson
Co.. Alhambra. $184,977; Nighbert & Carnahan,
Bakersfield. $209,-521.20 ; Geo. H. Oswald, Los Angeles.
.$202,687; Griffith Co., Los Angeles, $204,751.90.
Contract awarded to Steele Finlev, Santa Ana.
$182.-544.50.

ALA:MEDA COUNTY— Three reinforced concrete
arch culverts, across Cull Creek. Palomares Creek.
and Hollis Creek; Dist. IV, Rt. 5. Sec. B. Engineer's
estimate -$63,185. Bids opened Oct. 24th as follows:
Carl N. Swenson. San Jose. $48.711.25 ; Noble Bros.,
San Jose. $54.925.45 ; Atlas Constructon Co.. Inc..
Oakland. -$-58,870; Ariss-Knapp Co., Inc., Oakland,
$57,050 ; Villadsen Bros., Inc.. San Francisco. $42,-
972.8-5 ; Holdener Con.struction Co.. Sacramento,
$55.-358.75; L. J. Bristow Co.. Santa Monica,

.$-58,409.50; H. C. Whitty, Sanger, $48,980.-50; Otto
Parlier. Tulare, .$49,275; M. B. McGowan. San
Francisco, $04.327.50 ; ^lathews Construction Co.,
Sacramento. $46.777.50 ; McDonald and Maggiora,
San Francisco. -$46,322.50; George J. Ulrich Con-
struction Co.. Modesto. $67,966.50; E. B. Skeels,
Roseville. $42.577.50 ; Johnson Construction Co.. San
Francisco, $54,960.(55 : H. E. Macauley, San Fran-
cisco. .$45.608.50 ; Frederickson Bros., Stockton,
$52,658.50. Contract awarded to E. B. Skeels. Rose-
ville, $42,577.50.

SHASTA COUNTY— Reinforced concrete bridge
across Pollards Gulch, about 2 miles north uf La
Moine : Dist. II. Rt. 3. Sec. D. Engineer's estimate
$.54,650. Bids opened Oct. 24th as follows : McDonald
& Magiora, San Francisco, -$66,470; E. B. Skeels,
Roseville. $-53.336.50 ; E. M. Bordwell, Napa. $54.2.30 ;
J. T. Logan. Grants Pass. Ore., $68,360; A. Young,
Y'reka. $59.-527 ; and Holdener Construction Co.. Sac-
ramento, $54,405. Contract awarded to E. B. Skeels,
Roseville. $53,336.50.

HUMBOLDT COUNTY— Reinforced concrete gir-
der bridges across Prairie Creek, one-half mile north
of Orick. and across Lost Man Creek, .3 miles north
of Orick : Dist. I. Rt. 1. Sec. K. Engineer's estimate
.$30,064. Bids opened Oct. 24th as follows: Fred J.
Mauer & Son. Inc.. Eureka, $35,372.50 ; Smith Bros.,
Eureka. $.36,293.40 ; Mercer-Fraser Co., Eureka,
$34,122.-50. Bids rejected, will be readvertised next
spring.

MARIPOSA COUNTY— Laminated guard rail,
about 1.25 miles between King Solomon Mine and
Bric-burg; Dist. VI. Rt. 18, Sec. E. Engineer's
estimate $7,475. Bids opened Oct. 24th as follows :
B. C. Burnett. Turlock. $6.825 ; N. L. Jones and E. R.
Hibbard. Stockton. $12,675 (irregular). Contract
awarded to B. C. Burnett, Turlock, $6,825.

SACRAMENTO COUNTY— Approaches at Ben
Ali subway. 0.4 mile Portland cement concrete pave-
ment: Dist. III. Rt. 3. Sec. B. Engineer's estimate
$20,078. Bids opened Oct. 31st as follows: C. W.
Wood, Manteca, $18,710 ; Frederickson-Watson Con-
struction Company. Oakland. $20,915.20. Contract
awarded to C. W. Wood. Manteca, $18,710.

IMPERIAL COI'NTY— Repairing bridge across
New River, near Seeley ; Dist. VIII. Rt. 12. Sec. C.
r^ngineer's estimate $13,958. Bids opened Oct. 31st
as follows : Norman B. Conwa.v. Los Angeles. $13.-511 ;
Pioneer Transfer Co., Inc.. Calexico, $15.964 ; Wheeler
Company. Los Angeles. $14.7-54 ; W. M. Ledbetter &
Co.. Los Angeles. $12,999: L. Worel. Alhambra.
$20.4.50 : Greene Construction Co.. Los Angeles,
$16,367. Contract awarded to L. M. Ledbetter & Co.,
Los Angeles. $12,999.

ARCHITECTURE

CALIFORNIA POLYTECHNIC SCHOOL —
General work, gymnasium and mechanical unit.
Engineer's estimate $53,990. Bids opened Oct. 4th
as follows : Alfred L. Vezina. Santa Barbara,
$49.440 ; T. M. Maino, San Luis Obispo. $51.690 ;
Lamb & Bobick, Sacramento. $52,800; Roy L. Rich-

36

CAIAFORSIA HIGHWAYS AND PUBLIC WORKS.

ardson, Santa Barbara, $53,502; W. J. Smith, San
Luis Obispo, .$54,472; Carl N. Sweuson. San Jose,
$54. 8S!); .Johnson Const. Co., San Francisco, $5.5,85U ;
K. S. K. AIcMilhin. San Jose, ,$59.800 : Kndolph &
Barr. ^'entu^:l, .$71,775. Contract awarded to Alfi-ed
L. Vezina, .$4!».440.

CALIFORNIA POLYTECHNIC SCHOOL —

Plumbing, hcatinjc and eh'ctrical work, for gymnasium
and mechanical unit. Kstimate .$1(>.;)()1. Bids opened
Oct. 4tli as f(.lh)ws: "Walter II. Smith, Long Beach,
$IO.sr)(>; Luppen i^ Hawley, S:icnimeuto, ,$11,.->13 ;
Latourrette-Fical Co.. Sacramento. .$11.4.'>7. Contract
awarded to Walter H. Smith, ,$10,S50.

STOCKTON ARMOKY— llle roofing work. Bids
opened Oct. <!th as follows: W. L. Saxby, Oakland,
$2,81.S; R. K. Fraser C^>., Stockton, .$2,850; Allyn
Burr. Sacramento. $2.388.80 ; San Joaquin Lumber
Co., Stockton, $3,024. Contract awarded Allyn Burr,
$2.38,S.S().

STATE LIBRARY AND COURTS BUILDING—

Furnishings, and technical equii)ment. Bids opened
Oct. 7th as follows : Purnell Stationery Co., Sacra-
mento. $S0.475.41 ; ilcKee & Weutworth. San Fran-
cisco. $S4.!»84..50; Gardner. Ehman & Kohler, Sacra-
mento. $3,318; H. S. Crocker Co., Sacramento,
$10.!t20.81); alternate bid, $6,016.75. Award pending.

STOCKTt)N STATE HOSPITAL— General work,
cottages 5. 6 and 7. Engineer's estimate $171,970.
Bids opened Oct. 18. 1927, as follows: John E.
Branagh. Oakland. $1.53.000; H. E. Vickroy, Stock-
ton. $156,000; John J. Cavanaugh, Stockton, $157,-
643 ; .Johnson Construction Company, San Francisco.
$1.58.490; F. R. Zinck, Stockton, $158,777; Peter
Sorensen, San Francisco, $161,483; Tucker «& Riley,
Stockton, $1(>3.839: F. H. Betz, Sacramento. $163,-
J>46; J. F. Sh.'pherd. Stockton, $165,825; Carl N.
Swensen, San Jose, $166,987; J. H. Carpenter,
Stockton. $171.50(»; J. A. Brvant, San Francisco,
$171,860; J. S. Hannah. San Francisco, $174,972;
C. L. ^Vold, San Francisco. $178,500; F. L. Hansen,
San Francisco. $184,6tMJ; and William Martin, San
Francisco, $191,f)67. Contract awarded to John E.
Branagh. Oakland. $153,000.

ST( )( 'KT( )N STATE H O S P I T A I^Electrical
v.()rk, farm cottages .5, 6 and 7. Engineer's estimate
.$5.1.50. Bids opened Oct. 18th as follows : Hild Elee.
Mfg. Co., Stockton. .$3,585; E. H. Grogan. Stockton,
$4,166; B. L. (Jnekow, Stockton. .$4,279; Latourrette-
Fical Co., S:icramento. .$4,425; lAippen & Hawley,
Sacramento, .$5,.5.55 ; and Scott Plumbing and Elec.
Co.. Sacramento. $7,6:{7. Contract awarded to Hild
Electrical Mfg. Co.. Stockton, $3,585.

STOCKTON STATE HOSPITAJ^-l>lumbing and
heating work, fai'm cottages .5, 6 and 7. Engineer's
estimate .$22,594. liids opened Oct. 18th as follows:
W. H. Picard. Oakland, ,$21,105; E. L. Gnekow,
Stockton, $23,501 ; Hately & Hatelv, Sacramento,
$23,588; Scott Plumbing & Elec. Co., Sacramento,
$23,615; E. II. Grogan, Stockton, .$23,941; Luppen
& Hawley, Sacramento, $24,240; Brandt Bros.,
Stockton. $24,500: Latourrette-Fical Co., Sacramento.
$25,095; and R. M. Wilson. San Francisco, .$27,662.
Contract .awarded to W. H. Picard, Oakland, $21,105.

STOCKTON STATE H O S P I T A T^Plumbing,
heating and electrical work for farm cottages 5, 6
and 7. Engineer's estimate .$27,744. Bids opened
Oct. ISth as follows: E. L. Gnekow Co., Stockton,
$27,546; E. H. Grogan Company, Stockton, $28,000;
Latourrette-Fical Co., Sacramento, .$29,420; Luppen
& Hawley. Sacramento. .$29,421; and Hyman Rosen-
berg. San Francisco, .$30,200. Award pending.

EDUCATIONAL BUILDING, AGRICULTURAL
PARK, SACRAMENTO— Composition roof and repair

work. Engineer's estimate $1,410. Bids opened Oct.
21st as follows : Capital Roofing & Supply Company,
Sacramento, $1.045 ; State Roofing Company, Sacra-
mento, $1,062; Leitch Roofing Co., Sacramento,
$1,898; and Larson Company, Sacramento, $2,120,
Contract awarded to Capital Roofing & Supply Com-
pany, Sacramento, $1,045.

VENTURA SCHOOL FOR GIRLS— Laundry.
Engineer's estimate $9,018. Bids opened Oct. 25th
as follows: Jidmson Construction Co., San Francisco,
$S..")()7; Johnson iV: Llansen. Ventura. $9,837; Rov L.
Richardson, Santa Barbara, $10,139; J. W, Jean
Co., Pasadena. $10,252; Alfred L. Vezina, Santa
Barbara, $10,440; G. E. Penn, Ventura, ,$11,767;
I,ouis A. (ieisler. Huntington Park, $13,200; Jack W.
Baker. Ventura. $13.8;36. Award to Johnson Con-
struction Company.

SONOMA STATE HOME— Pasteurizer and cool-
ing equipment. Engineer's estimate $2..343. Bids
opened Oct. 25th as follows : Creamery Package Mfg.
Co., San Francisco. $2,.547 ; Cyclops Iron Works, San
Francisco, $2.550 ; York Products Corporation. $3,111 ;
and Frank H. Raffo, San Francisco, $3,175. Con-
tract awarded to Creamery Package ^Ifg. Co., San
Francisco, $2,547.

SAN QUENTIN — Miscellaneous iron and steel
work. Engineer's estimate $37,795. Bids opened
Oct. 26th as follows : Palm Iron Works, Sacramento.
.$34,800; Fair Mfg. Co., San Francisco, $34,898;
Folsom Street Iron Works, San Francisco, $34,617 ;
Golden Gate Iron Works, San Francisco, .$39,256;
Pacific Rolling Mill Co., San Francisco, $39,-500;
McCliutic-Marshall Co., Los Angeles, $39,695; Sims
& Gray Iron AVorks, San Francisco, $43.700 ; Schrader
Iron Works, San Francisco, $48,990; and Calif. Steel
Products Co., San Francisco, $49,845. Award
pending.

PATTON STATE HOSPITAT^Installation of
.3.50-h.p. boiler. Bids opened Oct. 27th as follows :
R. (i. Mevler, Los Angeles, $17,300. Alternates:
(1) .$1,200: (2) $580; (3) $100; (4) $.570; (5) $30;
(6) $700. C. C. Moore, San Francisco, $20,003.
Alternates: (1) $1,118; (2) ,$.323; (3) $600; (4)
$862; (5) $189; (6) $898, Llewellvn Iron Works,
Los Angeles, $20,429. Alternates: (1) $1,800; (2)

$700; (3) ; (4) $560; (5a) $400; (5b) $700;

(6) .$600; (7) $.500. Award pending.

State Highway Authorizations

The following authorizations were made by
vote of the California Hig-liway Commission
at a meeting held in Fresno, October 20th :

Director of Public Works authorized to pre-
pare plans and specifications for construction
of approximately 21 miles of water pipe line
through the Rindge Ranch (Dist. VII LA-60-
A) at an estimated cost of .$-50,000 from the
State Highway Construction Fund; said pipe
line to be used in construction and main-
tenance of the state highway.

Allotment of .$10,000 authorized from the
Third State Highway Fund to provide for
cost of engineering and inspection in connec-
tion with construction work payable from the
Third State Highway Fund, and for which
engineering and construction no allotment

CALIFORNIA HIGHWAYS AND PUBLIC WORKS.

37

has hitherto been provided, and which, in
the discretion of the Director of Public Works,
it may be necessary for liim to expend.

Routes adopted :

Del Norte Conntv : Southerly boundary to
Richardson Creek (Dist. I DN-l-A).

Sonoma County : One mile west of Sonoma
Creek to Sonoma Creek (Dist. IV Son-8-A) ;
Sonoma Creek to Schellyille (Dist. IV Son-
8-B).

Sacramento County : One mile south of
Arno to MeConnell (Dist. X Sac4-A).

WATER PERMITS

AND APPLICATIONS

Permits to appropriate water issued by the
Department of Public Works, Division of
Water Rights during the mouth of October,
1927.

MODOC C O U N T Y— Permit 2901, Application
5385 ; issued to Emil Enquist and Geo. Wernmark,
Davis Creek, October 5. 1927. for 400 acre-feet per
annum from two unnamed ravines in sections 13 and
24. T. 47 N., R. 12 E., for irrigation of 236 acres
near point of diversion. Estimated cost $2,400.

SAN BERNARDINO COUNTY— Permit 2902,
Application 5344 ; issued to E. W. Cook. Los Angeles,
October 5, 1927, for 200 gallons per day from two
unnamed springs in section 22, T. 2 N., R. 1 W., for
domestic use in section 22. Estimated cost $1,000.

NE^'ADA COUNTY— Permit 2903, Application
5594 ; issued to R. M. Ewing and A. J. Edminster,
Nevada City, October 6, 1927, for 3 cubic feet per
second from Middle Fork of Greenhorn Creek in
section 3, T. 16 N., R. 10 E., for power and domestic
purposes in section 3. 75 t.h.p. to be developed. Esti-
mated cost $1,000.

MADERA COUNTY— Permit 2904, Application
5655 ; issued to Claude E. Williams, Bass Lake,
October 27, 1927, for 1.5 cubic feet per second from
North Forlv Willow Creek in section 9, T. 7 S., R. 22
E., M. D. M.. for power purposes in NWi of SEi of
said section 9.

EL DORADO COUNTY— Permit 2905, Applica-
tion 5601 ; issued to Edward Ogden Strong and W. E.
Bristol. Sacramento, October 27, 1927, for 0.002
cubic foot per second from unnamed spring in section
26, T. 11 N., R. 15 E., for domestic purposes. Esti-
mated cost .$100.

SAN DIEGO COUNTY— Permit 2906, Application
5608 ; issued to Arthur M. and Fannie I. Neal, San
Diego. October 27, 1927, for 0.025 cubic foot per
second from unnamed springs in section 20, T. 13 S.,
R. 1 W.. S. B. M.. for domestic use in section 20.
Estimated cost $1,000.

NEVADA COUNTY— Permit 2907, Application
5695 ; issued to Miss M. Philomene Hagan, 2034 Ellis
street. San Francisco. October 27. 1927, for 0.005
cubic foot per second from unnamed spring in section
16, T. 17 N., R. 13 E., for domestic purposes. Esti-
mated cost $2.50.

SAN BERNARDINO COUNTY— Permit 2908,
Application 5285 ; issued to D. C. Hammell, 123 S.

Broadway, Los Angeles, October 29, 1927, for 0.001
cubic foot per second from underground water in
section 22. T. 2 N., R. 1 W., for domestic use. Esti-
mated cost .$400.

Applications for permit to appropriate
water filed with the State Department of Pub-
lic Works, Division of Water Rights, during
the month of October, 1927.

TRINITY COUNTY— Application 5707; James T.
Whittlesey, room 457, City Hall, San Francisco, for
15 cubic feet per second from Price Creek tributary
to Trinity River. To be diverted in .section 5, T. 33
N., R. 12 W., M. D. M., for hydraulic mining pur-
poses. Estimated cost $500.

VENTURA COUNTY— Application 5708; F. P.
Hulburt, 1616 Fifth avenue, Los Angeles, for 0.25
cubic foot per second from Little Sycamore Canyon
tributary to Pacific Ocean. To be diverted in section
14. T. 1 S., R. 20 W., S. B. M., for irrigation and
domestic purposes on 30 acres. Estimated cost $1,000.

SAN BERNARDINO C O U N T Y— Application
5709 ; H. B. Martin, 303 Story Building, Los Angeles,
c/o Geo. F. Moser, P. O. Box 406, Oatman, Arizona,
for 1.00 cubic foot per second from unnamed spring.
To be diverted in section 28, T. 8 N., R. 18 E.,
S. B. M., for mining purposes. Estimated cost $500.

PLUMAS COUNTY— Application 5710 ; Gus Berg,
Rich, Plumas County, California, for 0.025 cubic foot
per second from unnamed spring tributary to East
Fork North Fork Feather River. To be diverted in
section 21, T. 25 N., R. 7 E., M. D. M.. for mining
and domestic purposes. Estimated cost $300.

SAN BERNARDINO C O U N T Y— Application
5711; Paul F. Myers et al., Box 306, La Verne, for
0.01 cubic foot per second from unnamed spring tribu-
tary to Big Bear Lake. To be diverted in section 14,
T. 2 N.. R. 1 W., S. B. M.. for domestic purposes.
Estimated cost $100.

SAN JOAQUIN COUNTY— Application 5712;
Richard and Nellie C. Stevens, Route A, Box 140,
Ripon, for 1.25 cubic feet per second from Lone Ti-ee
Creek tributary to San Joaquin River. To be diverted
in section 24, T. 1 S., R. 7 E., M. D. M., for irrigation
purposes on 100 acres. Estimated cost $1,000.

SAN BERNARDINO C O U N T Y— Application
5713 ; Chas. A. Boynton, A'ietorville, for 1.00 cubic
foot per second from unnamed spring. To be diverted
in section 12. T. 3 N.. R. 1 W.. S. B. M., for agricul-
ture, domestic and stock purposes on 80 acres. Esti-
mated cost $700.

TRINITY COUNTY— Application 5714; Wm. H.
Gray, Salyer, Trinity County, for (1) 0.05+ cubic
foot per second, (2) 0.08+ cubic foot per second, (3)
0.37+ cubic foot per second from (1) spring, (2)
gulch, (3) Grays Creek. To be diverted in sections
34 and 28, T. 6 N., R. 6 E., H. M., for irrigation and
domestic purposes on 40 acres.

SIERRA COUNTY— Application 5715; T. L.
Park, c/o California Buttes Mining Co.. Sierra City,
for 5.00 cubic feet per second from (1) Big Spi-ing,
(2) Sardine Creek tributary to Yuba River. To be
diverted in section 15. T. 20 N., R. 12 E., M. D. M.,
for power purposes. Estimated cost $10,000.

PLUMAS COUNTY— Application 5716; La Porte
Mines. Inc., c/o J. N. Turner, attorney, La Porte, for
15.00 cubic feet per second from South Fork Feather
RLver tributarv to Feather River. To be diverted in
section 13. T. 22 N.. R. 9 E.. M. D. M.. for mining
purposes. Estimated cost $2,000.

38

CALlFOirVIA H/(;ll\yAYS A^'D PriiLIC ll'0/?/v.S'.

PLUMAS COUNTY— Application 5717; La Porte
Klines. Inc., c/o J. N. Turner, attorney, La Porte, for
ir>.00 cubic feet per second from South Fork Feather
Kiver tributary to Feather River. To be diverted in
section i:i. T.22 N., K. It E., ^l. D. M.. for power
imrpn.scs. E.><tiinated cost $2,000.

SAX .loAQinN COUNTY— Application 5718 ;
WcsttMU Pacific Railroad Company. Fnsineering
l)t'l)artment. Mills Rldg.. San Francisco, for 0.028
cubic foot |ier second from Potalo Slough tributary to
South Fork Mokelumne River. To be divcrtt'd in
section i:!. T. ^.^ N.. R. 4 E.. M. D. M., for domestic
purjioscs.

NEVADA COUNTY— Application 5719; W. H.
(Jriflith et al., c/o W. H. Criffith, Oakland, for 2.00
cubic feet per second from Rock Creek tributary to
South Fork Yuba River. To be diverted in section 25,
T. 17 \.. R. S E.. ^L 1). ^L. for fish cidture and recre-
ation;il purimses.

SAN MATi:( ) C O U N T Y— Application 5720 ;
Harriet N. Diamond, c/o Cyril Williams. Jr., 369
Pine street. San Francisco, for 0.00C+ cubic foot per
second from unnamed stream tributary to La Honda
Creek. To be diverted in section 35, T. 6 S., R. 4 W.,
yi. D. M.. for domestic purposes. Estimated cost

j(;2.oo().

TUOLUMNE COUNTY— Application 5721; Emil
Schwoerer et al., c/o Emil Schwoerer, Vallecito, for
0.10 cubic f(M)t per second from unnamed spring tribu-
tary to Spaulding Creek. To be diverted in section 8,
T. 3 N., R. 15 E., M. D. M., for mining and domestic
purj)oses.

SAN BERNARDINO COUNT Y— Application
5722 : Mrs. Goldie Stevens. Box 204, Reseda, for 0.001
cubic foot per second from unnamed spring tributary
to P>ig liear Lake drainage area. To be diverted in
section 14. T. 2 N., R. 1 W., S. B. M., for domestic
purposes. Estimated cost $100.

SAN DIEGO COUNTY— Application 5723; Cyris
M. Ewing. Vista. San Diego County, for 0.50 cubic
foot per second from well. To be diverted in section
12. T. 11 S., R. 4 W., S. B. M., for irrigation and
domestic purposes. Estimated cost $600.

MERCED COUNTY— Application 5724; Lucas
Kilkenny, 315 Chauucey Bldg., 564 Market street, San
Francisco, for 340 cubic feet per second from (1)
Deadman Creek. (2) Duck Creek, (3) Owens Creek,
(4 I Bear Creek, tributary to San Joaquin River. To
be diverted in sections 30 and 19. T. 8 S., R. 12 E.,
and section 12, T. 8 S.. R. 11 E., M. D. M., for irriga-
tion purposes on 2070.87 acres. Estimated cost
$100.0(K).

MERCED COUNTY— Apidication 5725; Lucas E.
Kilkenny, 317 (Miauncey Bldg., 564 Market street,
San Francisco, for 50 cubic feet per second from
P.aldwin Slough tributary to San Joaquin River. To
be div.-rted in section 2S. T. 6 S.. R. 9 E., M. D. M..
for irrigation purixises on 1480.84 acres. Estimated
cost $10,000.

Tl'OJ>UMNE COUNTY— Application 5726; Mrs.
C. J. All)ert. Croveland, Tuolumne County, for 0.025
«*ubic foot per second from unnamed spring tributary
to Big Creek. To be diverted in secti(m 6, T. 2 S.,
R. 17 E., M. D. M., for irrigation and domestic pur-
poses on 25 acres.

LOS ANGELES COUNTY— Application 5727;
B. F. P.urkhart and Anna M. Burkhart, Little Rock,
for 750 acre-feet per annum from Middle Fork
Pallett Creek tribiitary to Big Rock Creek. To be
diverted in section 23. T. 4 N., R. 10 W.. S. B. M.,
for irrigation and domestic purposes on 300 acres.

SAN BERNARDINO C O U N T Y— Application
5728; Dewitt Blair Realty Co., c/o Chas. L. Foulke,
455 Fourth street, San Bernardino, for 0.08 cubic foot
per second from a spring tributary to Mojave River.
To be diverted in section 23, T. 2 N., R. 2 W.,
S. B. M., for domestic purposes for 500 residences.
Estimated cost $800.

JIENDOCINO COUNTY— Application 5729 : John
M. McGregor, 701 Taylor street, San Francisco, for
1.00 cubic foot per second from One Eye Creek tribu-
tary to lierger Creek. To be diverted in section :i4,
T. 22 N., R. 14 W., M. D. M., for irrigation and
domestic purposes on 80 acres.

LOS ANGELES COUNTY— Application 5730;
William Tj. Wolfskill, 227 South Union avenue, Tvos
Angeles, for 0.25 cubic foot per second from Rogers
Creek tributary to San (iabriel River. To be diverted
ir. section 14, T. 1 N., R. 10 W., S. B. M., for agri-
cultural and domestic purposes on 20 acres.

SAN BERNARDINO C O U N T Y— Application
5731 ; U. S. Forest Service, San Bernardino, for 0.036
cubic foot per second from three unnamed springs
tributary to Santa Ana River. To be diverted in
section 20, T. 1 N., R. 1 E., S. B. M., for domestic
purposes. Estimated cost $1,000.

LOS ANGELES COUNTY— Application 5732;
U. S. Forest Service, c/o Forest Supervisor, 629
Federal Bldg., Los Angeles, for 0.25 cubic foot per
second from Bouquet Canyon tributary to Santa Clara
River. To be diverted in section 31, T. 6 N., R. 14
W.. S. B. M., for domestic purposes. Estimated cost
$2,500.

KERN COUNTY— Application 5733; Harvey M.
Cuff, Sandberg, for 1.00 cubic foot per second from
spring. To be diverted in section 30, T. 10 N.. R. 16
W., S. B. M., for irrigation and domestic purposes
on 20 acres. Estimated cost $4,500.

BUTTE COUNTY— Application 5734 ; Wm. Hayes,
Merrimac, for 0.60 cubic foot per second from Little
Ram Creek tributary to French Creek. To be diverted
in section 32, T. 22 N., R. 6 E., M. D. M., for mining
and domestic purposes. Estimated cost $200.

BUTTE COUNTY— Application 5735; A. Moll,
c/o Winchester Hotel, 44 Fourth street, San Fran-
cisco, for 0.025 cubic foot per second from Ijittle
Ram Creek tributary to French Creek. To be diverted
in section 32, T. 22 N., R. 6 E., M. D. M., for irriga-
tion and domestic purposes on two acres. Estimated
cost $200.

EL DORADO COUNTY— Application 5736; Dr.
Leroy Francis Herrick, 542 Lakeside Blvd., Oakland,
for 1.50 cubic feet per second from three unnamed
springs tributary to Lake Tahoe via unnamed gulch.
To be diverted in section 31, T. 14 N., R. 17 E.,
M. D. M., for power purposes. Seventeen theoretical
horsepower to be developed. Estimated cost $4,000.

EL DORADO C O U N T Y— Application 5737;
Young Men's Christian Association, c/o J. W. (Jross,
Forum Bldg., Sacramento, for 1.00 cubic foot per
second from Branch of liryant Creek tributary to
American River. To be diverted in section 15, T. 11
N., R. 17 E.. M. D. M., for domestic and fire protec-
tion purposes. Estimated cost $3,000.

SAN DIE(;0 COUNTY— Application 5738; Helen
K. Brininger, 3940 Huron Ave., Culver City, for 0.50
caibic f(K)t per second and 2.5 acre-feet per jinuum
from I'alm Creek tributary to Coyote Creek. To be
diverted in section 22. T. 10 S.. R. 5 E., S. B. M., for
irrigation and domestic purposes on 40 acres. Esti-
mated cost $1,250.

CALIFOJtNIA HIGHWAYS AND PVBLIV WOlUiS.

39

SAX DIEGO COUNTY— Application 5739; Fml
L. Coriiish, 1493 Stearns drive, Los Augolos, for 2.00
cubic foot per second and 1") acre-feet per annum from
I'alm Canvon tributary to Coyote Creek. To be
diverted in section 22, T. 10 S., K. 5 E., S. B. M.,
for irrigation and domestic purposes on 164.43 acres.
ICstimated cost $5,000.

SAN DIE(}0 COUNTY— Application 5740; Lcta
Cornisli, 1493 Stearns drive, Los Angeles, for 1.00
cubic foot per second and 5 acre-feet per annum from
I'.ilm Can\on tributary to Coyote Creek. To be
diverted in section 22. T. 10 S., R. 5 E., S. B. M., for
irrigation and domestic purposes on SO acres. Esti-
mated cost $2,500.

DEL NORTE COUNTY— Application 5741; R. W.
Pe[)in. c/o Allen & Roberts, Portland, Oregon, for 50
cubic feet per second from Jones Creek tributary to
South Fork Smith River. To be diverted in section
27. T. 16 N., R. 3 E.. H. M., for mining purposes.
Estimated cost $30,000.

Mt)NO COUNTY — Application 5742; Frank G.
English, Box 73, Laws, for 1.00 cubic foot per second
from Sacramento Canyon. To be diverted in section
11. T. 5 S.. R. 33 E., M. D. M., for agricultural pur-
poses. Estimated cost $1,200.

TREE PLANTING AND

PUBLIC UTILITIES

(Continued from page 30.)

ject of a thoroiigli discussion before the High-
way Commission and the Director of the
Department of Public Works by a committee
representing- practically all of the public util-
ity companies of the state. The conclusion
reached substantiated the policies of the Main-
tenance Department.

The drawings shown represent the proposed
ultimate sections for two- and four-way traffic
lanes for eighty-foot width of right of way.
In effect, they reserve on an eighty-foot right
of way a clear zone of 56 feet between curbs
for road purposes, the remaining space being
available for trees, pole lines and sidewalks
for pedestrians.

STATE HIGHWAY

PROGRESS REPORTS

(Continued from page 26.)

Ventura County — With the exception of
tlie placing of some heavy riprap rock, all
work has been completed on the reconstruc-
tion of the Coast highway from Ventura west-
erly to a point near the Santa Barbara County
line.

Yolo County — State forces are doing work
incidental to remedying the drainage condi-
tions at the West Sacramento subway under-
neath the Sacramento Northern Railroad
tracks.

PUTTING THE "RIGHT"

INTO WATER RIGHTS

(Continued from page 31.)

expected, but investigations are sometimes
carried on in connection with proceedings
related to supervision over the initiation of
rights to appropriate. In addition to the
investigations conducted in connection with
each proceeding for the determination of
rights the division lias conducted or is con-
ducting the following rather comprehensive
investigations — the Niles Cone, the Kings
River, the Kern River, the Inyokern, the San
Joaquin Hydrographic, the San Joaquin Val-
ley Underground Water, the San Joaquin-Sac-
ramento Delta Salinity, the San Jacinto, the
Lopez Creek, the Return Water, the San
Dimas, the San Gabriel, the Ventura County
Hydrographic and the Sacramento-San Joa-
quin AVater Supervisor investigations.

History of Division

The powers and duties of the Division of
Water Rights, Department of Public Works
of the State of California, are set forth in what
is known as the Water Commission Act. This
act was passed hj the legislature and
approved by the Governor on June 16, 1913.
It was made the subject of a referendum vote
and affirmed by vote of the people on Novem-
ber 3, 1914, going into effect on December 19,
1914. The act in its original form created a
water commission of five members, whence the
name Water Commission Act. The commis-
sion was, however, abolished in 1921 and its
powers and duties were transferred to the
DiA'ision of Water Rights of the Department
of Public Works when that department was
created in 1921.

Reports

The history of its work is more specifically
set forth in the several biennial reports of the
division and the results of its investigations
have been published in the biennial reports,
Bulletins 1 to 5, inclusive, and numerous
typed or mimeographed reports which can be
made available to interested parties.

"My town is the place where my home is founded ;
where my business is situated ; where my vote is cast ;
where my children are educated ; where my neighbors
dwell and where my life is chiefly lived It is the home
spot for me. My town has the right to my civic
loyalty. It supports me, and I must support it. My
town wants my citizenship, not partisanship ; friendli-
ness, not offishness ; cooperation, not dissension ;
sympathy, not criticism ; my intelligence, not indiffer-
ence. My town supplies me with law and order, trade,
friends, education, morals, recreation and the rights
of a freeborn American. I should believe in my town
and work for it." — Selected.

40

CATJFORMA IIICIIWAYS AND J'iJifJV WORKS.

HIGHWAY RESEARCH

Capitol Copper

Public Roads, the journal of liiglnvay re-
search of the Bureau of Public Koads of the
U. S. Department of Agriculture, in its last
issue contains articles dealing Avith the fol-
lOAving subjects :

Protection of Concrete Against Alkali,

Static and Impact Loads Transmitted to
Culverts,

Effect of Quality of Portland Cement Upon
the Strength of Concrete,

Capping Square for Concrete Compressive
Strength Specimens,

XcAV Research Projects Initiated by Bureau
of Public Roads.

On the first subject the "Protection of
Concrete Against Alkali ' ' general conclusions
are given as follows :

1. That Avater-gas tar of the proper quality
is readily absorbed by cement mortar and con-
crete, tlie rate of absorption varying -with the
manner of curing, age and density of the mix.
Concrete of a 1 :3 :6 mix cured, respectively,
48 hours and 7 days under moist conditions in
the forms followed by 7 days ' exposure to dry
air, was found to be the most absorptive, while
a 1 -.li :3 mix, cured 7 days in forms and 83
days in air, was the least absorptive.

2. That the absorption of coal tar by con-
crete is similar to that of water-gas tar except
that the quantity' absorbed increases with the
time of exposure after treatment with water-
gas tar.

3. That a treatment consisting of 4 coats
of water-gas tar applied at the rate of about
one-fourth gallon per square yard of surface,
followed by one coat of coal tar appears to
afford adequate protection against alkali
attack, provided the concrete is of good quality,
has been properly fabricated and not leaner
than a 1 :2 :4 mix.

The Highway Engineer's Creed

I Ix'licvf tliat transportation is the keystone of the
structure of civilization wliicb is built of school, and
church, and court, and market place upon the twin
foundations of the home and productive industry.

I believe that highway transportation is a neces-
sary and integral part of this connecting stone in
civilization's arch and is coequal with other forms of
transportation in sustaining the body of the structure.

I believe that my mission, as a highway engineer, is
to assist in shaping and improving the highways of
my country, in harmony with those who provide the
vehicle which are the necessary complement, to the
end that, jointed with other means of transportation,
they may meet the need of our people for easy, quick,
and untrammelled transportation. — Ai-izona Highways.

California's oldest copper, boasting fifty-
four years of active service, is doing daily
duty up on the dome of the California State
Capitol.

State Architect George B. McDougall made
this announcement. When he says "copper"
he doesn't mean police officer. He means
that the sheet copper covering the entire dome
of the California State Capitol building has
been there since 1873. Its excellent condition
has aroused comment among experts on cop-
per and inquiries regarding the dome were
received from the Copper and Brass Research
Association of New York.

Statement From Bidders Required.

Before the Bureau of Public Roads will issue plans,
specifications and proposal forms to any contractor
desiring to bid on any project under its jurisdiction,
it will be necessary for the contractor to file a finan-
cial and exi)erience statement with C. H. Sweetser,
district engineer, 807 Sheldon Building, San Fran-
cisco. This policy was started on October 21, 1927,
and will be followed hereafter.

GRADE CROSSINGS REMOVAL

PROCEEDING IS FASTER IN

THE EAST THAN IN WEST

The trunk line railroads through the east
have a considerably higher standard of road-
way, track and maintenance than do the rail-
roads in California. On the other hand, the
passenger equipment through the east is not
of as good a quality, in general, as the passen-
ger equij)ment operated on California lines.
Apparently, due to density of traffic, eastern
roads have spent enormously greater sums
than have the western lines for providing
facilities for faster operation, including par-
ticularly tlie feature of grade separations with
other railroads or highways. This is the
report made to the California Railroad Com-
mission by Chief Engineer A. G. Mott of the
commission, summarizing the results of a tour
of investigation of the principal states, with
particular reference to transportation.

Next to Lindl)ergirs feat, the greatest sensation will
be the fiftieth wedding anniversary of a movie couple.
— Indi:ina])i)]is Star.

In another ten years, says General Patrick, it will
be perfectly safe to travel by air. Long before that,
however, if traffic continues as at present, it won't
be safe to travel anywhere else. — San Diego L^nion.

ROSTER

DEPARTMENT OF PUBLIC WORKS

STATE OF CALIFORNIA

C. C. Young, Governor

B. B. ]\[kek. Director, Department of PiihJic Worlis

COKXING llK S.Vl'LKS. Diinilji Director. Ihimrlinvnt of I'lihlic Works
(lEOHGK ('. Maxsfiki.I). iUlitor. Califontiii Hiiilnniiis diid I'nhHc Works

DIVISION

of
HIGHWAYS

CALIFORNIA HIGHWAY COMMISSION

RALPH W. BULL, Chairman, Eureka

J. P. BAUMGARTXER, Commissioner, Santa Ana

M. B. HARRIS, Commissioner, Fresno

JOSEPH M. SCHENCK, Commissioner, Los Angeles

FRED S. MOODY, Commissioner, San Francisco

R. M. MORTON. State Highway Engineer, Sacramento

HARRY A. EXCELL, Attorney, San Francisco

E. FORREST MITCHELL.

Secretary and Disbursing Officer

HEADQUARTERS STAFF, SACRAMENTO

T. E. STAXTOX", Assistant State Highway Engineer

L. V. CAMPBELL, Office Engineer

FRED J. GRUMM, Engineer of Surveys and Plans

C. S. POPE, Consti-uction Engineer

T. H. DEXXIS, Acting Maintenance Engineer

CHAS. E. AXDRE^V, Bridge Engineer

R. H. STALNAKER, Equipment Engineer

C. L. McKESSOX, Materials and Research Engneer

WILLIAM SCHLEIP, Principal Accountant

DISTRICT ENGINEERS

T. A. BEDFORD, District I, Willits

H. S. COMLY. District II, Redding

F. W. HASELWOOD, District III, Sacramento

J. H. SKEGGS, District IV, San Francisco

L. H. GIBSON, District V. San Luis Obispo

E. E. WALLACE (Acting), District VI, Fresno

S. V. CORTELYOU, District VII, Los Angeles

E. Q. SULLIVAN, District VIII, San Bernardino

F. G. SOMXER, District IX, Bishop
R. E. PIERCE (Acting), District X, Sacramento

General Headquarters, Third Floor, Strub Bldg.
Eleventh and P Streets, Sacramento, California.

DIVISION

of
PORTS

Port of Eureka — F. B. Barnum, Supervisor
Port of San Jose — Not yet appointed
Port of San Diego — Not yet appointed

DIVISION

of

ARCHITECTURE

GEO. B. McDOUGALL, Chief, Division of Architectaire

P. T. POAGE, Assistant Architect

W. K. DANIELS, Deputy Chief of Division

HEADQUARTERS

ALFRED EICHLER, Architectural Designer

H. S. HAZEN, Architectural Designer

W. E. MANHART, Architectural Designer

RODERICK MILES, Architectural Designer

HARRY W. DeHAVEN, Chief Architectural Draftsman

C. H. KROMER, Sti'uctural Engineer

CARLTON PIERSON, Specification Writer

F. M. STEWART, Principal Clerk

C. E. BERG, Engineer Estimates and Costs

J. W. DUTTON, General Superintendent Construction

W. H. ROCKINGHAM, Mechanical Engineer

W. M. CALLAHAN^, Electrical Engineer

A. J. BEAKEY, Civil Engineer

Headquarters, 615 Forum Bldg., Sacramento, California

DIVISION

of

ENGINEERING AND IRRIGATION

EDWARD HYATT, JR., State Engineer and Chief,

Division of Engineering and Irrigation

J. J. HALEY, JR., Deputy Chief of Division

A. D. EDMOX^STON, Water Resources Investigation

R. L. JONES, Bureau of Reclamation

W. A. POST, Santa Ana River Investigations

"VV. A. PERKINS, Investigation of Dams

S. T. HARDING, Irrigation and Special Investigations

Headquarters, G27 Forum Bldg., Sacramento, California

DIVISION

of
WATER RIGHTS

HAROLD COXKLIXG, Chief of Division

EVERETT X". BRYAX"', Deputy Chief of Division

KATHERIXE A. KEENY, Chief Clerk

SPENCER BURROUGHS, Attorney

CHARLES KAUPKE, Kings River Water Master

HARLOWE M. STAFFORD,

Sacramento-San Joaquin "Water Supervisor

GORDON ZANDER, Adjudication, Water Distribution

R. H. JAMISON^, Ventura County Investigations

Headquarters, 707 Forum Bldg., Sacramento, California

j'. H. CLARKE, Auditor, Division of Engineering and

Irrigation, Water Rights and Architecture

Seeing California irom its State HigbwsjfS

Upper left, State highway, Yosemite road near Bl Portal; Upper rigkt. State highway
through the redwoods in Santa Cruz County; Middle left, A view of Mt. Shasta from the
Pacific highway; Tjoicer left. Coast road near Santa Barbara; Lower rUjht, State highway on
the Ridge route.

CALIFORNIA STATE PRINTING OFFICE, SACRAMENTO

S56I9 11-27 5250

SEATTLE PHWAC UbiiARY

, ^,^„-^,,,^. Autoing in December on the Peninsula Highway,
%l'^^^i\M San Mateo County, California.

i^Mi^iW^^M^^^^^^^'}^'"^-^^^

TABLE OF CONTENTS.

Rolling the road.

Tii

Page

Front Cover Picture — Autoing in Decem-
ber in California, a San Mateo County
View.

California Mountain Highways — Fred 8.

Moody 1

Building Homes for State Fish — P. T. Poage- 4

Out Fishin' 4

San Gabriel Water Problems — Harold Conk-
ling 6

Save the Beaches — Governor C. C. Young 7

Governor Young IMoves to Save Recreational

Areas to California 8

Tells Story of State's Growth 9

Building a Highway While 6000 Automobiles

Move Along the Road 10

District Office Garden Wins Praise 11

Elephant Owners Take Notice 12

Surfacing Treatment Method of Oiling Roads

T. E. Stanton 13

Editorials 14

California Highways News and Comment 16

The New Lake Almanor Causeway 19

Senator Oddie Urges More Federal Aid for

Roads 20

Federal Aid Figures for California 21

state highway between Ontario and River- The State PresS OU " Hot Dog" Stands 22

side, in Riverside County.

Rough Going 23

Communications 26

Along the Concrete 27

Grade Crossing Situation 27

Highway Work in California Counties 31

From Other States 37

Opening of Road Bids and Awards 37

Water Permits and Applications 39

Turning a truck uinm a ruail turiilable.

-sifc

F^T. iii.

,-'P

%*

i^i.'^^^^^gB

n/^

5-^

^'^nlwidES

■Pr^

sat?

California's Mountain Highways

By Fi5i:d S. Moody, Member of the California Hij^hway Commission.

KNOW Californiirs mountains!
This is my counsel to the people of
California. It is founded on years of
intimate acquaintaneesliip with the mountains
of this state, strengthened by some knowledge
of the most famous of Europe's mountain
passes.

In the past tliere may have been some excuse
for those who did not get out
into the high places of Cali-
fornia. But today, when
mountain scaling is possible
of accomplishment in the
cushioned comfort of an
automobile, there is no reason
why every Californian
should not come to live on
intimate terms with our
mountain areas.

I was greatly impressed
some years ago with a state-
ment that caught my eye
while preparing for a trip
through Europe. I still re-
member the sentence. It
read: "For pure enjoyment
there is nothing to compare
with mountain pass climbing
in a car." The sentence re-
ferred to the mountain passes
of Europe. So impressed was
I with the facts Avith which
the writer amplified his
statement, that I included in
my European itinerary auto-
mobile trips through some of
Europe 's most celebrated
mountain passes. Since Gov-
ernor Young honored me
with appointment as a mem-
ber of the California High-
way Commission, I have been interested in
making mental comparisons of the roads
through the mountain passes of California
with those of Europe.

COMPARISON^ WITH EUROPE

The charm of California's mountains carries
an appeal that grows from wonder to delight
and from delight to love. Nevertheless I am
frank to say that I do not believe we have
been as alert in locating our mountain roads to
take full advantage of their scenic interest as
have been the people of Europe.

It must be recognized, of course, that in the

56175

Fred S. Moodt.

early thiys mountain roads were built by the
l)ioneers for the very necessary and practical
purpose of getting the easiest road from the
mountains into the valleys. The mountain
roads then were essentially and wholly com-
mercial highways. Scenery did not fit into the
picture as one of its necessary parts.

Today traffic into our mountain areas is
largely recreational travel,
attracted there by the beauty
and the inspiration that the
mountains always offer and
never fail to give. Scenery
today is an essential factor in
deter m i n i n g location of
mountain roads.

The chief criticism that I
would offer of many Cali-
fornia mountain roads, and
this criticism is offered with
constructive intent, is that
through the sameness of the
scenery, beautiful and
charming as it may be, our
mountain roads tend to be-
come monotonous.

URGES SCENIC
DIVERSIFICATION

]\Iy own thought, and I am
simply expressing my per-
sonal opinion, is that in the
location of mountain roads,
particular attention should
be given to obtaining a
greater diversification of the
views that mountain roads
offer. The more or less
standardized rules of loca-
tion should not have the
dominating and deciding
influence in locating mountain roads that
they rightly have when the location concerns
business and commercial traffic lanes.

May I carry this thought a point further?
It is my opinion, and again I am voicing
personal views, that the location of a moun-
tain road should also be studied with reference
to other roads traversing neighboring areas of
similar topography and scenery.

The purpose of this would be to keep the
amount of ' ' repeat ' ' scenery within the bounds
of tourist interest. And I might add that all
this must be read with the proviso, ' ' as far as
it is possible so to do " ; for even with all the

CALIFOh'XIA UfdinVAYS AXD ITBrJC WOnKS.

tliiii<:-.s expected from the ^•asoline tax, we can
not rebuild mountains.

STATE SCENERY DIFFERS

Let me again emphasize the fact that I am
speakinjr of contiguous mountain areas in
California, where the scenery, generally speak-
ing, is mueli the same. Undoubtedly, if Cali-
fornia's mountain areas are to be considered
as a whole, there is oiough of scenic variety
to satisfy everybody and, for example, there
are the "furnace pits" of the Mountain
Springs grade as one leaves the Imperial Val-
ley for San Diego.

By way of contrast in central California,
we find the ])recipitous slope of the Mount
Whitney section, the
nearest ai)i)roacli to
the Alps to be found
in California.

Still further to the
north are the more
gentle tree covered
slopes of the Northern
Sierra, with their
rollicking s t r e a m s,
lashing from gem-like
lakes, through the
canyons to the Sacra-
mento Valley below.

And in the coastal
areas of northwestern
California are the
ui o u n tains covered
with the W'Orld-Avon-
derful redwood forests.

It would seem that here is variety enough
for anyone. The fact must not be forgotten,
however, that the usual trip into the moun-
tains, covering generally a short vacation
period, does not extend from one end of the
state to the other, but is generally confined to
some one section of the mountains. Hence the
need for giving a changing scenic attractive-
ness by itself, and to each of its neighboring
roads, considered in relation to it.

MORE ''individuality" FOR ROADS

Putting the matter tersely, I believe that
there is need in California for a greater degree
of what might be termed scenic individuality
on our mountain highways. By that I mean
the develojjment on every road of the unique
features of scenic or historic interest that they
may possess.

So mucli for the location of mountain high-
Avays.

Now as to the roads themselves.

HIGHWAY WIDTH IMPORTANT

]\Iountain roads must be wide. No tourist

An Alpine highway. Sev
Stelvio

can enjoy scenery, however magnificent it
may Ije, if there is any feeling of lack of safety
or security. Nor should the fact be forgotten
tluU the average visitor in the mountains is
timid when riding on a narrow road.

In the matter of wddtli of mountain roads,
and the impression of securit}' that they con-
vey, it is my impression that, generally speak-
ing, the mountain roads of Europe are far
better than our mountain highways.

In fact, Europe overdoes, if anything,
this desire to make the highways through its
mountain passes so safe that they are
practically fool proof. This is particularly
noticeable in the matter of parapet con-
struction along the outer side of the roads.
It ma}" be that Cali-
fornia autoists are
better drivers than
those of Europe or
that they are schooled
in driving on unpro-
tected mountain
roads. Certainly it
is almost laughable to
see the places, abso-
lutely devoid of any
indication of danger,
that European road
builders have pro-
tected with massive
parapets to keep
autoists from "going
over the grade."

In places where we in
California would not
even consider a "Drive Carefully" sign neces-
sary, mammoth and imposing parapets will
be found in Europe. But with all due allow-
ance for this, there is j^et considerable of sound
judgment in the European view and practice
that the feeling of security on a mountain road
is as important a factor as scenic attraction
in drawing the much desired tourist travel
to it.

Thus far this article has centered about
"the perfect" mountain road.

BUILDING POLICY ADVOCATED

Let me now say that I do not believe that
construction and improvement of highways in
our mountain counties should be delayed until
the "perfect" road becomes attainable.

Many roads in California's mountain
counties, now unim]iroved, can be widened,
graded, graveled, oiled, and made useable for
the enjoyment of the present generation. And
while present roads are being enjoyed, the
perfect roads will come into being as funds
become available for their construction. These

(Continued on page 24)

en miles of road in the
Pass.

CALIFORNIA UIGnWAYS A\D I'UliLIC WORKt^.

'swmmwr. j

''HlCJr'-WAYS IN CALIFORNIA

(.[I./Fnh'\/A IIKiinVAYs AM) I'lHLU' WORKS.

Building Homes
for the State's Fish

Shoiriiiij How the Departments of

State ''Tie-In'' In Caring for and

Developing One of California's

Greatest Sporting Besources

By V. T. PoAGE, Assistant Architect,
Division of Architecture

IN ITS relation to the construction pro-
pram of the Fisli and Game Commission,
tlie Division of Architecture occupies the
])osition of both architect and consulting engi-
neer. The Avork of the division in this rela-
tion consists primarily of construction and
engineering development in connection with

t h e various fish
hatcheries through-
out the state, and
includes also such
projects as the
development of the
State Game Farm at
Y 0 u n t V 11 1 e, the
buildings of the
Bureau of Commer-
cial Fisheries at San
Pedro, and certain
major repairs and
p. T. PoAGE. improvements a t

various other sta-
ti(ms maintained by the Fish and Game Com-
mission.

TYPICAL HATCHERY DEVELOPMENT

As an illustration of the operations of the
division in carrying out this work, let us take
a typical hatchery development project. The
hatchery building with its troughs, teeming
with thousands of small fish, is always the
center of attention, and being a great public
attraction is generally located where most
easily accessible to the traveling public. In
the design of the building an effort is made
to make it blend into the natural setting, often
effecting this partly by the use of local mate-
rials, as exemplified in the ]\It. Whitney, Lake
Tahoe and Yosemite hatcheries, in which
natural stone, logs and bark are used exten-
sively.

As adjuncts to the hatchoiy will generally
be included a cottage for the superintendent,
(juarters for employees, generally in the form
of a separate building, but occasionally
included in the hatcherv building — and

OUT FISHIN'

A fellor isn't tiiinkin' mean — out fishin" ;

His thouKlits are mostly good and dean-
out fishin' ;

He doesn't knock his fellow men,
Or harl)<)r any grudges then;

A feller's at his finest when — out fishin'.

The rich are comrades to the poor — out fishin' ;

All brothers of a common lure — out fishin' ;
The ui'chin with the pin and string
Can oluini with millionaire an' king;

Vain pride is a forgotten thing — out fishin'.

A feller gets a chance to dream — out fishin' ;

He learns the beauties of a stream — out fishin' ;
An' he can wash his soul in air
That ain't foul with selfish care,

And relish plain an' simple fare — out fishin'.

A feller has no time for hate — out fishin' ;

He ain't eager to be great — out fishin';
He ain't thinkin' thoughts of self,
Or goods stacked high upon a shelf,

But he's always just himself — out fishin'.

A feller's glad to be a friend — out fishin' ;

A helping hand he'll always lend — out fishin' ;
The brotherhood of i*od an' line.
An' sky an' stream is always fine ;

Men come real close to God's design — out fishin'.

A feller isn't plottin' schemes — out fishin' ;

He's only busy with his dreams — out fishin' ;
His livery's a coat of tan;
His creed's to do the best he can ;

A feller's always mostly man — out fishin'.

— By Edward A. Guest

garages and other necessary service buildings,
all designed in the same feeling as the main
building.

WATER QUALITY IS BIG FACTOR

The quality of the water supply for hatch-
ing purposes is the largest single factor in
the selection of a hatchery site. The source
of supply is generally a stream in which is
built a dam or other form of diversion struc-
ture leading the water into a pipe or flume
from which it is discharged into a settling tank
designed to remove floating and suspended
matter. In some cases it may be necessary
to run this pipe line or flume several thous-
and feet, in order to obtain the proper head.
From the settling tank the water goes to the
hatching troughs, passing through and return-
ing to the stream from which it came.

As the fish will live only a comparatively
short time if the flow of water is stopped,
every precaution is taken to see that the sup-
ply is constant, and in certain instances
emergency service is provided from a pump
or other source.

Lack of head to supply sufficient pressure,
or possible pollution of a stream may require
the development of a separate source of sup-
ply for the domestic uses of the attendants
and the visiting i)ublic. This is frequently

rALlFUh'MA II Id II WAYS A\/> I'l lilJC WOh'KS.

aceoiui)lisluHl by develoi)iiig .si)i'iiijis and oee-a-
sioiially by dijiging a Avell.

fp:edixg the fish

Electric energy is practically essential for
lighting and power purposes, the latter use
being for grinding food for the fish and for
]nnnping water where necessary. In some
instances the site is far removed from a ])ub-
lic utility service line and it then becomes
nt'cessary to generate power, which may be
done by a water wheel, if satisfactory water
supply is available, or by a gas engine and
storage battery set.

The disposal of sewage from the hatchery
buildings is commonly cared for by a septic
tank, which though
ciuite small must be
carefully designed
and located so as to
prevent pollution of
any stream or other
source of water ad-
jacent to the site.

M A.J OR PROJECTS

HANDLED BY

DIVISION

The following is a
brief description of
the major projects
\v h i c h have been
handled by the Divi-
sion of Architecture
for the Fish and
Game Commission, or
which are under con-
struction or contem-
plated at the present
time.

Mt. Whitney Hatchery

This hatchery, erected in
1917. is located at Inde-
pendence. Inyo County, at the eastern base of Mt.
Whitney. Architecturally it is one of the most inter-
esting of the hatcheries in the state, the native field
stone of which it is constructed giving it the appear-
ance of growing out of the rocky desert on which it
is located. The desert, however, is only a foreground
to the vast bulk of Mt. Whitney and its neighboring
peaks in the background. It is this great mountain
range which has pei-mitted and made effective the
transplanting of an architectural style from Norway
to a desert in California.

Lake Tahoe Hatchery

This hatcliery was constructed in 1020. near Tahoe
City on the northern shore of the lake. In its con-
struction field stone fi-om the site forms the lower
portion of the walls. The cedar bark forming the
covering of the upper walls is intended to tie the
building in with the tall timber in which it stands
and the unusually steep roof is expressive of the
snow countrv in which it is located.

AdjnciMit tn the hali-hcry llicre liavc been completed
during 1!)27 a cottage foi- tlie supcriiitfudent and
another building contaiuiug (luartcrs for employees,
gai'ages and work spa<'e.

Bureau of Commercial Fisheries at San Pedro

Tills station consists of two masonry buildings,
housing the offices and laboratories of the Bureau of
Commercial Fisheries, to which is delegated the regu-
lation and control of commercial fishing throughotit
the state. The buildings were erected in 1!)21 and
are examples of the modern adaptation of Spanish
architecture.

Feather River Hatchery

Tiiis hatchery was erected in 1024. replacing a
tempor.uy hatchery which had been operating in a
tent i)revious to that time. It is located at Clio,
Plumas County, and supplies fish for one of the finest
.-ingling regions of the state.

Fish hatchery, Mt. Whitney, built

tilt .^t^r.j Hepartnient of Architecture.

Blackwood Creek

As a supplement to the Tahoe Hatchery, a small
hatchery was erected at Blackwood Creek, a few miles
distant, in 1926.

Big Creek Hatchery

Largely on account of increasing pollution of the
w.iter supply, it became necessary for the Fish and
Game Commission to abandon the hatchery occupied
at Brookdale. Santa Cruz County, and in 1927 a new
hatchery was constructed near Swanton. in the same
c(mnty. This project as completed consists of the
hatchery building and two cottages; one for the super-
intendent and one for employees. The material used
in the construction is for the most part redwood, of
which great (juantities are cut in this region. The
water supply is from Big Creek, which flows through
the site.

(Continued on page 30.)

CM.IKHIM A II Id II WAYS AM) ITBLIC WORKfi.

San Gabriel Water Problems

Lcf/dl (1 11(1 I^hi/sicii] Issues Involved in One of California's Most
J in porta nt Water Ileariiifjs

By Hauold Conkling, Chief, Division of Water Rights.

ONE OF THE most imjiortant liearings
in tlie liistory of the Division o±* Water
ri<ilits was that held in November in
Los An<:('h*s, in ^\•hieh tlie issues involved
diversion of Avater from the San Gabriel Eiver
in Los Ano-eles County. In view of the impor-
tance of the issues involved, the many cities
and communities and the large number of
l)eople directly concerned in the disposition of
this case, a statement of some of the legal and
physical problems that the case involves we
believe Avill be timely,
and of interest to the
people of California.
For the benefit of
the lay reader, it
might be well to sum-
marize as follows in
ciuestion form these
legal and physical
problems :

LEGAL POINTS

(1) Are ripiiriiiu nwii-
ers eiititle<l to h:ive the
flood Wiiters of streniu.s
of the charaoter of the
San (Jahriel How hy them
iindiniinislied in ([uantityV

CJ.) Do the lands ovev-
lyins that portion of the
luiderKronnd water snj)-
plied in part by the river
liave the same or similar
I'iparian rights as those
bordering the stream?

(?,) If flood waters
which wonld be injurious
if unregulated, are stored
for puri)oses of flood oon-
trol, what is the eharao-
ter of I'ights to such
stored flood waters when
they are released from
flood control reservoirs?

(4) To what extent, if any, is the storage of water
foi- flood protection purposes subject to the provisions
of the \\'ater Commission Act?

(5) Do lands rii)arian to the stream or overlying
the area the ground water of which is replenished by
percolation from the river, have a preference in rights
to acquire waters released from Hood control reservoirs
or are such waters t>(]ually available for ac(iuirement
for use outside of that area?

(6) Can rights to waters which assist in causing
percolation, but which themselves would waste into the
ocean, be acquired if provision is made for restoring

San Gabriel River in Flood — ^^This picture was
taken on February 16, 1927, just below the mouth
of San Gabriel Canyon. Discharge 18,000 cubic feet
per second. The river was measured at four points by
means of cables stretching across the river on which
I'an cars capal)le of carrying two men. These were
equipped with electric lights for night work. One of
these stations is just above the point shown in the
picture. Percolation was about 1700 cubic feet per
second average for day.

percolation e(iuivalent to that which would have oc-
curred under natural conditions?

(7) Are rights to store water for flood control
purposes limited to such parts of the stream flow as
cause actual injury to lauds adjacent to the stream?

PHYSICAL PROBLEMS

On the physical side the questions which arise are :
(1) Is it possible under the varying conditions of
waterplane and flow to work out an e<iuation or curve
from work so far done, on the relation of discharge
from canyon to percolation into the stream bed below,
which will be applicable over the entire range of

conditions?

(2) What are the
ftiture needs of the valley
and what steps can be
taken to conserve the
surplus of the wet cycles
to fill the deficiencies of
the dry cycles?

(o) What are the pres-
ent and future needs of
the various applicants?

GEOGRAPHY OF BASIN

The position of the
area may be described
as follows :

San Gabriel Basin
joins Los Angeles on
the east and north-
east. The valley area
is divided into two
portions ; the u]")per is
called San Gabriel
Valley, covering 200
square miles of valley
floor and including 14
incorji orated cities
from Pasadena on the
west to La Verne on
the east. The valley
is bounded on all sides
by hills or mountains,
range of hills, San

Through tile southerly

(iabriel River, augmented by tributaries, has
cut a ])ass called Whittier Narrows or Paso
de Bartola and there debouches into the
Coastal Plain, containing several towns and
cities, the i)rineipal of which is Long Beach.

RUN-OFF FIGURES

San Gabriel River supplies 76 per cent of
the mountain run-off tributary to San Gabriel

(Continued on page 42.)

CMJf'Oh'X/A lll<;inVA)s A\n /•! liLK! WORK^.

SAVE THE BEACHES

By C. C. YoUNGj Governor of (^alirorniu.

DOES THE PTTBLIC realize tluit Cali-
fornia, with her many hnndreds of miles
of pietnresqne and beautiful, coast
line — a coast line whieli ought to be a heritage
for all future generations — is rapidly throw-
ing away this heritage ?

Does it realize that of her beaches, the
greater part has passed into private develop-
ment and is denied to the pleasure of all our
people ? Does it know that of the little that is
left some of the fairest parts are in danger of
defacement through private commercializing
and exploitation?

This is a plea to the public, to the members
of our automobile associations, to the leaders
of the oil industry, that they unite in creating
a sentiment which will stay the hand of the
oil promoter until some plan can be worked
out Avhich may protect his leg-itimate interests,
and at the same time preserve for California
one of her greatest charms.

Not so very many years ago, California's
redwood forests were in similar danger of
destruction. Trees that had taken untold
centuries to grow, whose beauty had charmed
and delighted the nations of the earth, were
being converted into grape stakes and rail-
road ties, leaving only unsightly patches of
scarred and dennded ground.

An organization was formed to ''Save the
Redwoods," particularly along our main
trunk highway system.

Members of the California Highway Com-
mission and other state and county officials
cooperated to the utmost. Private organiza-
tions and patriotic citizens joined in the effort
to save these mighty forests. A Park Com-
mission has just been organized which will
help com]^lete this work.

But with all due credit to these private in-
dividuals a2id public organizations who joined
hands in this task, the fact remains that the
redwoods were saved largely because the
owners of these forests stopped cutting along
the highways until time was accorded public
and private organizations and patriotic citi-
zens to formulate a practical plan for saving
the trees, thereby earning the everlasting
commendation of the people both of Califor-
nia and the whole world.

Now the necessity has arisen to "Save the
Beaches."

The wondrous and spectacular charm of
California's beaches is menaced by the activ-
ity of oil interests.

It is the same old (piestion tliat arose in the
redwoods.

It is a question of temporary profit taken
against a permanent scenic and spiritual en-
richment.

It is a question of pennies now against dol-
lars in the future.

It is a question of this generation against
the generations that are to come.

There was no question when the redwoods
were imperilled what the people of California
thought. Neither is there any question as to
what the people of this state think as far as
its beaches are concerned.

Oil is one of CJalifornia 's greatest and most
beneficent resources. The recovery of oil
constitutes a glorious chapter in California's
industrial history.

But granting all this, the fact remains that
first values must come first. The permanent
scenic value of the beaches of California are-
immeasurably greater than the value of all
the oil that their sands can ever contain.

We commend to the oil interests of Cali-
fornia the example of the owner.s of the red-
wood forests.

Let drilling be stopped until a method of
saving these beaches can be worked out.

This method may come in several ways.

It may be that the state can aid in the situ-
ation by the extension of the rights of way of
its highways.

It may be that the law under which drilling
on tidelands is being carried on will be de-
clared unconstitutional. If such is the case,
the effect will be to stop drilling when such
determination is reached.

It may be that the oil Avells can be drilled
on the high beaches away from the highway,
thus securing practicalh^ all the oil and at
the same time saving the beaches.

It may be that public spirited men and
women will join together to purchase and
dedicate to the state the rights of oil opera-
tors, if the tideland lease law is held to be
constitutional. Memorial groves in the red-
woods, dedicated in perpetuity to the enjoy-
ment of the people of the world, is proof that
such public spirit exists.

Certain it is that whatever the method of
relief may be, if time only is given, some way
will be found of preserving these beaches,
their beauty unmarred and their charm unim-
paired, as a heritage to humanity for all time
to come.

CALU-OJy'X/A /llallWAWS AM) J'UBLIC WONKt<.

Governor Young Moves to Save

Recreational Areas to California

INTIMATELY associated Avitli the exten-
sion of fjoocl roads in California is the
in-eservation of the natural ]:)arks and
l)lay<:roniids tliat either lie among the present
state higlnvays or that can be made available
to the ]KH)i)le of California.

Governor C. C. Young has appointed a
group of five men as the State Park Commis-
sion to "make a comprehensive survey of the
state as a basis for the development of a well-
balanced park s^'stem." This board will also
administer the $6,000,000 bond issue. If the
issue is approved by the voters of California,
at the next general election, this money
is to be voted for parks in California,
with the proviso that each dollar of this fund
shall be matched by another dollar from other
sources. On this Commission are :

William E. Colby, Berkeley, associate of
Jolin ]\Iuir.

Dr. Ray Lyman Wilbur, Palo Alto, presi-
dent of Stanford University.

Henry W. O'Melveney, Los Angeles, former
member of the City Park Commission of that
city.

Major Frederick Russell Burham, Los An-
geles, exi)lorer of international reputation.

Ex-Senator W. F. Cliandler of Fresno,
authority on recreational conditions
interior valley's of California.

Present state parks as are follows:

California Redwood Park — Located in
Big Basin in Santa Cruz County; area 9380
acres.

Bidwell State Park— Consists of approxi-
mately 100 acres on the boundaries of Big
Chico Creek in Butte County.

Burney Falls Park — Contains 335.25 acres
ill Shasta County.

Mount Diablo State Park — Consists of
639.87 acres of land near the summit of ]\It.
Diablo ill Contra Costa County.

Humboldt State Park — Consists of 1560.51
acres of some of the choicest redwood lands in
Humboldt County, purchased • by the state
through the cooperation of the Save-the-Red-
woods-League, the California Federation of
Women's Clubs and other interested agencies.
In addition to tliis 1526.98 acres have been
secured by gifts of lands or by cash donations
for tlie purchase of lands. Also in addition
to both of the above a tract of U. S. Govern-

an
the

the

Beautiful Burney Falls in Slia.sta Countj'.

ment land, containing 83.35 acres, was secured
for the state by an exchange of land. While
the original act provided only for the acqui-
sition of land in ]\Iendocino and Humboldt
counties, land has been acquired by gift both
in Del Norte and ^lendocino counties outside
of the area designated by the act. This area
has been administered thus far under the
name of the Humboldt State Park.

Governor Young's letter naming the mem-
bers of the Commission was widely commented
ui)on over the state for the keen realization
that it displayed and the interest that it evi-
denced in the importance to California of the
development and extension of the recreational
areas of the state. The letter follows :

In the nppointment of the State Park Commission,
which 1 am tochiy naniin};. I have given a great deal of
time and very especial care. This is a new commission,
liaving charge of the recently created Division of
I'arks. and operating in the State Department of
Natural Resources. Its object is to unify the adminis-
tration of all parks, sites of historical interest, and the
like, which are owned and controlled by the state, or
may be hereafter acquired, and to make a compre-
liensive survey of the state as a basis for the develop-
ment of a well-balanced state park system.

California is growing very rapidly, and its sites
of natural beauty suitable for parks and public
(t'ontiiiui'il on jiage 29.)

CALIFORMA HKlllWAYS AND PUBIjIV WORKS.

Tells story of State s Growth

MILLIONS OF DOLLARS
NUMBER OF IRRIGATION DISTRICTS

The above plate represents the growth of activities under three of the most important
statutory functions of the Division of Engineering, viz: Investigation of feasibilitj- and
organization of irrigation districts, reporting on propriety of proposed bond issues for
irrigation development, and approval of plans for dams and the supervision of their construc-
tion. " Here is a storv that it tells :

Inl887there were 7 irrigation districts in California; in 1926 there were 110 irrigation

districts.

In 1912 the State Bond Certification Commission began its work. In 1926 the accumulated
value of the bonds issued by that commission was $136,000,000.

In 1917 the duty of approving plans for dams _ and supervising their construction was
vested in the Division of Engineering. In 1926 the accumulated cost of dams approved by the
State Engineer was $30,000,000.

10

CALJI'Oh'MA HIGHWAYS A\I> ri lil.lC WORKS.

Building a Highway While 6000

Automobiles Move Along the Road

By C. X. AiNLEY, Resident Engineer Division of High-
ways, State Department of miblic Works.

A state hio-lnvay paving- contract interesting
in the problems which it presented and the
wide range of construction involved was that
for the Rincon road extending from Ventura
to Benham subway, 12.5 miles. This contract
was let in October, 1926, to J. F. Knapp of
Stockton, and was recently completed, con-
struction work having covered a period of
about 11 months.

:\Iost important of tlie problems involved
was that of carrying on the ])aving work expe-
(litiouslv and keeping the road open to traffic
at all times. Detours could not be arranged,
as the highway lies between the Southern Pa-
cific Railroad tracks paralleling the beach and
close! v hemmed in at many places by bluffs
and hills. Thus it was necessary to pave half
the roadwav at a time and keep the other half
open to traffic. As from 4000 to 6000 vehicles
daily traverse this section during the summei-
months, the difficulties of keeping the ordinary
traffic moving were enough without adding to
them. It was this situation which impelled
the contractor to use an industrial railway for
handling materials between the bunkers and
the leaving naxer so as to keep his trucks out
of the controls as much as possible. While it
was necessary to shift the track from one side
of the road to the other and to cut out a bed
for it in places on the railroad right of way,
use of the industrial railway was a big factor
in the successful handling of the job, both
from the standpoint of economy and of facili-
tating operations.

The new seawalls were built by Otto Parlier
of Tulare under a subcontract.

The Sliced with which :\Ir. Parlier carried on
the work saved the highway at this i)oint from
the fury of the January storms.

During one series of extra high tides one
section of the cofferdam Avas washed out three
times in three days. Other sections of the
cofferdam were washed out, but the wall being
u]) to roadway level no damage was done
except to delay the jilacing of the top section.

The handling of the heavy traffic through
this contract with as little inconvenience and
delay to the public as possible, was quite a
])roblem. In the early part of the work, while
the grading was going on. the mud and sand
had to be heavily surfaced with rock to carry
the heavv trucks and trailers. Heavy trucks.

The line of automobiles.

"^ei

-sr:

/'

Placing of concrete pavement.

The completed wall.

CMJ Foh'MA in<;ii\v.\)s A\n i'vuliv woukk.

11

often nn(lei'i)()\voi-o(l and overloaded, and Avith
trailers, . were eontinually <«ettin<i' out of the
beaten track, often tying \\\^ the traffic for
lionrs. It Avas necessary to kee]) a ti'aetor
liandy at all times to pull them out.

With the coming- of summer there was a
large increase in traffic. The usual accumula-
tion of cars, during the hours of heavy traffic,
and a long control, was 60 to 100. On Sunday
the accumulation was 100 to 200 cars. On
]\[ay oO. Decoration Day, with a long control,
the string of cars was two miles long at times.

At the beginning of the work, when it be-
came necessary to put sections of the road
under control with one-way traffic, flagmen
were put on at each section. When the flag-
men were situated so that they could see each
other, signals were used, but at other sections
a flag was used which was given to the last car
to be handed to the flagman at the other end.
The method of passing the flag on the last car
with a long control and heavy traffic, which
included slow moving trucks, was very unsatis-
factory. Some drivers unfamiliar with the
system would try to hand the flag to every-
body along the road, others would forget to
hand the flag back and carry it on, and others
would deliberately throw the flag away or
carry it by. This caused many delays. When
the flag did not come through on time, there
was always a doubt as to whether the flag Avas
lost or a truck was broken down or traveling
slowly. With several sections under control,
so that there would be several stops and often
delays, there was considerable dissatisfaction
and complaint.

The system was then changed and one long
control put on which included all the short
sections, and a riding flagman put on to carry
the flag on the last car instead of giving it to
the driver. There was an immediate improve-
ment in traffic conditions. Traffic was speeded
up, and the annoyance of numerous delays
eliminated. If there was a blockade in the
line, the riding flagman went ahead to
straighten it out. It was convenient to have
several of the flagmen deputized and wear
badges, but it was found that men could not
be deputized indiscriminately without causing
trouble.

Actual length of the pavement built was
12.2 miles, part of it being "second story"
with an existing 15-foot concrete pavement as
a base and part of it new construction. The
standard width was 20 feet, which was increased to 30
feet behind seawalls. In connection with the paving
two new .seawalls were built, one 510 feet and the
other 558 feet in length, and the old seawalls, con-
structed in 1914. were extended and raised to provide
better protection to the highway and to the traveling
public.

This contract was in charge of 8. Y. Cortelyou.

DiHtrict Office Garden

At San Bernardino Wins

Praise for its Beauty

Group of State Highway officials in the garden of
the San Bernardino office.

The district grounds and garden in San
Bernardino were signally honored when
honorable mention was accorded them in a
City Beautiful contest sponsored by the San
Bernardino Chamber of Commerce. The fol-
lowing letter received by District Engineer
E. Q. Sullivan is self explanatory :

November 10, 1927.
State Highway Couunission,
San liernardino. California.
( Jeutlemon :

The City Beautiful contest spon.sored by the San
Bernardino Chamber of Commerce was closed when
the final awards were made by the judges.

The judges were very favorably impressed with your
entry, and requested that you be given a special
honorable mention.

We congratulate you. and thank you for your
cooperation in making the contest a success, and in
adding to the beauty of the city. San Bernardino
is becoming very widely known as a city of beautiful
homes and gardens. There is nothing, we believe,
which adds more to the attraction of a city and is
more pleasing to the eye than a home surrounded by
flowers and shrubbery and well-kept lawns. The
beauty of our city is one of its greatest assets. It
must be a source of considerable pride to you to
know that you have helped in this connection.

Assuring you of our apiircciation uf your untiring
efforts, I am

Very cordially yours.

SAX BERNARDINO CHAMBER OF COMMERCE,
(Signed) J. L. Mack. President.
(Signed) R. H. Mack. Secretary.

division engineer Division VII. with headquarters in
J.os Angeles. C. N. Ainley was the resident engineer.
Ezra Kaufield was superintendent on the job for the
contractor. J. F. Knapp.

12

CALIFORl^UA HIGHWAYS AND PUBLIC WORKS.

Elephant Owners, Take Notice! Contractor
Hauser Through with Burying Them

[From The Humboldt Times, Eureka.]

W. H. Hauser of
the Hauser Con-
struction company,
has demonstrated
that he is a success-
ful contractor, but
when it comes to
burying elejihants,
he is a failure, that
is from a financial
viewpoint.

T his bee a m e
known Wednesday
when one of Haus-
er 's friends unin-
tentionally "let
the cat out of the
ha.o-."

Several weeks ago "liig Diamond," the
prize elephant of a circus that was touring this
part of the country, collapsed after he had
labored the greater part of the day pushing-
trucks through places where they were unable
to travel under their own ])ower, and died a
few days later.

He passed away just north of Orick where
the new Redwood highway is being con-
structed. There are two contracting com-
panies working on this new highway, but
Big Diamond died on the section that is being
constructed by Hauser.

The problem that confronted the manager
of the show and also Hauser was to bury the
elephant.

The manager of the show stated that lie had
engagements to fill in Blue Lake and other
towns along the coast and he could not afford
the time to bury Big Diamond. He stated that
the ele])hant's hide was worth about $600 or
.$800 and told Hauser that if he would see the
elephant Avas buried he could have the hide.

The contractor took him up on the proposi-
tion and put several men to work with axes,
peeling off the hide, which Avas about tAvo
inches thick, and then brought one of his big
steam shovels, which Avas Avorking about tAvo
miles aAvay, and dug the grave. The elephant
Aveighed about seven tons. After the hide Avas
removed, Iavo tractors brought to tlie scene,
hooked onto the carcass and pulled it into its
last resting place.

The hide, AA'hieh Aveished more than a ton.

The elephant and Mrs. Hauser.

was loaded onto a
truck and brought
to the Eureka Tan-
nery to be tanned.
The tannery in-
formed H a u s e r
that the plant was
not equipped to tan
elephant hides and
Hauser was up
against it again.
The hide soon
began to giA^e off
an unpleasant odor
and he Avas asked
to come and remove
it. A truck was
dispatched to the tannery for the hide. By
this time it was in such a state that tan-
ning Avould haA^e been impossible. It was
therefore taken back to the place Avhere the
carcass Avas buried, the steam shoA^el dug
another grave, and the hide Avas deposited
in it.

The intentions of the sIioav manager Avere no
doubt of the best and the hide was no doubt
Avorth Avhat he said it Avas, but Hauser is said
to have lost betAveen $300 and $400 on the
proposition.

And Ihe moral is: NcA'er accept a dead
elejiliant.

RECORD IS CLAIMED

Concerning this elephant episode Cali-

r^ORNIA HlOlIAVAYS AND PUBLIC WORKS is iu

receijit of the folloAving article from the head-
(juarters of HigliAvay District One at Eureka :

Probably on no other state highway contraot in
Califoi-nia has the eontractor had to bviry au <'h>i>hant.
The contract north of Orick was a very fitting phice
for an elei)lnuit to lay <l()wn and die, it being in a real
California jungle and among the big Redwoods.

Imagine the thrill one would get driving along
thi-ough this jungle over the old narrow county road,
and early on a foggy morning and suddenly, Avithout
warning, see two large elepliants approaching. Such was
the thrill of Resident Engineer Hubbs.

The elephants belonged to a circus traveling the
highway.

In passing over the contract the heavy circus
wagons could not get tbrough the mud, so "Big Dia-
mond." the large (>lei)hiint. willingly pushed tbe circus
trucks through the mud and after the last truck was
safely over, he lay down and died.

The rest of the story is told in the article from T/te
n u iiiJioldf TiiiicK. (|uoted above.

CALIFORNIA JJiaHWAYS AND PUJUJV WORKS.

13

''Surface Treatment'' Method of Oiling

Roads

By T. B. Stanton. Assistant Highway Engineer.

The present extensive use of fuel oil on the
Pacific Coast is the direct outcome of experi-
mental work conducted in 1928 by the Oregon
State Highway Com-
mission followed in
1924, 1925 and 1926 by
several hundred miles
of bituminous treat-
ment. Success in the
Oregon experiments in
1923 and of later work
was due in a large
measure to the prior
development of an effi-
cient maintenance or-
ganization.

The favorable results
in Oregon in the preser-
vation of modern
c r u s h e d rock and
gravel surfaces by the
use of fuel oil led to
similar experimental work in California in
1925, followed by the construction of 245
miles of oiled state highwav in 1926 and over
600 miles in 1927.

The Washington and Idaho State Highwaj-
Departments also constructed experimental oil
treated sections in 1927, using methods adopted
from Oregon practice.

SPECIAL STUDY MADE

So important does the Bureau of Public
Roads consider this matter that it last year,

T. E. Stanton.

in cooperation with the (-alifornia Stale Divi-
sion of Highways, initiated a special investi-
gation of the subject, through the Regional
Office, San Francisco, in charge of Dr. L. I.
Hewes, Deputy Chief Engineer.

As a result of this investigation, a complete
and valuable report has been drawn up by

Oiled road in EI Dorado County.

Oiled section of the Pacheco Pass road in Santa
Clara County.

Mr. C. L. McKesson, Material and Research
Engineer of the California Division of High-
ways, and Mr. W. N. Frickstad, Highway
Engineer of the Bureau of Public Roads.

Much of the data on which this article is
based was obtained as a result of the above
investigation and will be found set forth in
detail in the report of the engineers.

SURFACE TREATMENT

Oregon uses the "surface treatment"
method almost exclusively. In California
probably 75 per cent of the roads oiled to date
received the surface treatment and on the
balance the oil mix method was used. There
is no doubt, however, but that the oil mix
method will be used to a greater extent in
future work.

Surface treatment with light oil, as eon-
ducted in California, contemplates impregna-
tion of the surface crust of a compacted road
with asphaltic oil.

The tyyte of rock surface which lends itself
most readily to a good job of this type is the
,fine crushed rock surface, using rock of maxi-
mum one (1) inch size, which can be

(Continued on page 28.)

14

CAfJFOh'XlA HIGHWAYS A.YD FIBLIC WORKS.

CALIfORNIA HIGHWAYS AND PUBLIC WORKS.

Official journal of the Department of Public Works,
State of California ; published for the information of
the members of the department and the citizens of
California.

Editors of newspapers and others are privileged to
use matter contained herein. Cuts will be gladly loaned
upon request.

Bert B. Mbkk Director

George C. Mansfield Editor

Address communications to California Highways and
Public Works. P. O. Box 1103, Sacramento, California.

Vol. 4

DECEMBER, 1J)27

No. 12

Eighteen Years of

Good Roads in California

It is a sionificant fact that California is
preparing- to spend a larger sum on its state
higlnvavs in 1928 than the entire bond issue
of $18,000,000, voted in November, 1909, for
these roads.

It is also significant as showing the grow-
ing appreciation in California of the value of
good roads that the general opinion at the time
the $18,000,000 bond issue was voted was that
that sum would complete California's state
highway .system. Today no one thinks for a
moment that the approximate expenditure of
$25,000,000 on state highways in 1928 will
even l)egin to satisfy' the ultimate highway
needs of the state.

Tlie reason that the people of California are
today willing to spend $25,000,000 a year on
state higliways is because they know that there
is a tremendous balance on the credit side of
California's highway ledger. In this profit
every man, woman and child, everj^ county
and community, every city and village in the
state shares.

Tliat refers to money alone and does not
take into account the increased human happi-
ness and Avell-being that good roads have
bronji'ht Avitli them.

Use Four Crops To

Pay Dirt Road Cost

It takes Iowa's entire corn, oats, wheat and
barley cro])s to pay her dirt road trans])orta-
tion l)ill. according to figures com])ik'd by the
highway commission of that state. The cost
of operating the 699,000 motor vehicles regis-
tered in 1926 is estimated at $314,608,000,
while the value of the four principal crops
that year was $313,367,000.

As a means of reducing the transportation
bill, the commission advocates paving all the
main highAvays and graveling roads with light
traffic. To prove this claim, figures are quoted

sliowing the saving on the three principal
items, new cars, gasoline and tires, between
dirt, gravel and paved roads.

Iowa spends $120,000,000 annually for new
automobiles, it is stated. The average life of
a motor vehicle on dirt roads is given as five
years, on gravel six years and on pavement
seven years.

The annual bill for gasoline in the Hawkeye
state is estimated at $50,000,000. Most of it
is used in propelling vehicles on dirt roads,
and tests made by the Iowa agricultural col-
lege show that a gallon of gas wdll carry the
average car 14 miles on a dirt road, 21 miles
on a gravel road and 31 miles on pavement.

The annual expenditure for tires is figured
at $30,000,000. The annual cost of tires for
an average motor vehicle is figured at $31.65
on concrete pavement, $63.30 on gravel and
$158.25 on average macadam.

Apparently the people of Iowa have come
to the conclusion that the cost of riding on
dirt is too high, for fifty-three counties have
to date voted to authorize a total of $60,085,-
650 in highway bonds. From January 1 to
August 31, 200 miles of paving had been
completed and considerable more will be fin-
ished before freezing weather comes. Con-
tracts for 186 miles of paving Avere let during
July, August and September. More contracts
Avill be let later, and it is quite apparent that
loAva Avill be some distance ahead of ]\Iinne-
sota in paved road mileage by the end of 1928.

The Common Possession

of Every Calif ornian

The summary showing 'Svliat a Californian
owns ' ' circulated by C a 1 i f o r n i a n s Inc.,
through millions of homes in all parts of the
United States, is equally interesting for home
consumption.

Climate: Year-round producing climate.
The Californian can work, grow crops or play
everv month in the year.

Growth : From 3,500,000 to 5,000,000 popu-
lation in six years — three times faster than
the United States average. This builds value
and stability for business, investments, mar-
kets, pro])erty, opjiortunit}'.

Wealtli : Twice the national average of
Avoalth, tAvice the average number of savings
bank depositors and tAvice the average deposit.
Only three states report more income tax
returns; none has so many automobiles per
capita.

Plealth : Six of the fifteen most healthful
cities in the United States are in California.
U. S. government investigations prove Call-

CALIFORTilA HIGHWAYS A^'D I'lHIJC \\<)I{I<S.

15

fornia children bigger around the chest and
taller tlian the average.

Education: The Californian's schools share
first rank only with ^Massachusetts in effi-
ciency. Five states have larger enrollments;
only two exceed California's exi)enditures.

Recreation : Four national parks, a thou-
sand miles of ocean shore, a thousand-mile-
long Sierra playground, 30,000 square miles
of national forests, 42,000 miles of paved
highways and improved roads. Year-round
motoring, golf, fishing, sailing, week-ending
out of doors.

Crops : More than $600,000,000 yearly. Six
million acres under irrigation at a cost of
$200,000,000, with great mountain reservoirs
supplying abundant water whenever needed
during the long, sunny growing seasons.

Industry : One of the youngest states, Cali-
fornia is eighth in value of manufactured
products.

Markets: From San Francisco's great har-
bor, the largest on the Pacific coast, the Cali-
fornian successfully sells his manufactures
and crops throughout the Avestern and eastern
states, and exports enormously throughout the
Avorld.

jrST TEN YEARS AGO

''Good Old Days'' Does

Not Apply to Roads

It is significant that the expression "good
old days" is never used with reference to
highways.

But just how bad those old days w^ere, again
referring to highways, never dawned upon us
until the other day we began to delve in a his-
tory of New Hampshire of the date of 1792.

Here are some of the things that we dis-
covered concerning highway building methods
in that state at that time :

In surveyiug roads, the length of a man's arm to
.every half chain was allowed for inequality of surface.

In view of the fact that few surveyors were skilled
in finding the variation in their compasses by the sun's
amplitude, it was proposed that durable monuments
should be erected in convenient places on a true merid-
ian, by which all surveyors should be obliged to
regulate their compasses. The general assembly voted
down the proposal.

For ci'ossing small streams beaver dams were found
most convenient. New roads, therefore, were laid out
to accord to the location of the dams built by those
useful animals.

The expense of making and keeping roads in repair
was generally borne by the inhabitants of the towns
through which they i)assed. though in some instances
roads were laid out at the public expense.

It was a custom for those who were at work on the
highways to invite travelers to take a drink, and expect
a gratuity in return. This custom, however, had
largely been abolished in 1792.

By J. 11. Skkggs, District Engineer, in the Santa Cruz
Hentinel.

A review of historical data in relation to highway
construction invariably discloses some point of interest
for "California Highways." In looking through the
old files in the District IV offices of the Division of
Highways at San Francisco, the following was found
under the date of April 19, 1910. It is a plea from the
Santa Cruz Chamber of Commerce that the newly
graded road (the state higliway from liOS Ciatos to
Santa Cruz) be kept watered, so that the "splendid
woi'k done by the Highway C'ommission would be
maintained." In order to emphasize the necessity of
granting their request, a traffic count was kept.

S. A. Palmer, then president of the Santa Cruz
Chamber of Commerce, and W. S. Moore, chairman of
the Cood Roads committee, in the letter reports tlio
count as : (J13 automobiles, 32 motorcycles and 29
buggies.

It is not quite definite from the above at just what
point on the highway the traffic count was taken by
the Santa Cruz Chamber of Commerce. Nevertheless,
it is of particular interest at this time to compare the
figures in this old coimt with the latest check made by
the State Division of Highways, covering a 16-hour
period on Sunday, July 17, 1927. This tabulation
shows that at the city limits of Los Gatos 9016 auto-
mobiles passed during the 16-hour period of the count,
while during the same period at the city limits of
Santa Cruz, 7712 automobiles passed the observer.

The 1927 count makes no reference to buggies, indi-
cating that the horse-drawn means of transportation
has dropped to almost a negligible factor in present day
highway traffic study.

(From the Brawley News.)

In the "Ten Years Ago Today" column of
the Calexico Chronicle Wednesday, was the
following excerpt :

"Hopes for a highway that will give an outlet for
the irrigated section of the Imperial Valley to Los
Angeles and to Yuma are brighter than at any time
in the past, since the conference in San Bernardino
yesterday between the state highway commission
and the supervi.sors of San Bernardino, Riverside
and Imperial counties."

Is it possible that only a decade has i)assed
since the highAvay between Brawley and Ban-
ning Avas the ' ' Rocky Road to Dublin ' ' ? Since
the trip was a matter of a full day the state
of the Aveather on the Avest side of the Salton
sea Avas all important before embarking ui)on
so hazardous an undertaking as passage over
the Salton sea road.

BetAveen BraAvley and Yuma and between
BraAvley and Los Angeles extend ribbons of
improA^d roads, over Avhich the automobile
driver may speed at the limit alloAved — and
more — if the roadAvay is clear.

Oliver Wendell Holmes wrote in 1S57 after seeing
an old fashioned bike with a high front wheel :
"There seems to be nothing left to perfect in the way
of human locomotion but aerial swimming which some
fancy is to be a conquest of the future. — Motor Chat.

10

CAIJFORXIA HIGHWAYS AND PUBLIC WOIiKS.

California Highway News and Comment

IX ACCORDANCE with its policy of liold-
ino' hearings on the ground and its meet-
ings in difit'erent sections of the state, the
California Highway Commission visited a
number of southern California counties in
November. A meeting of the Commission
was held in Los Angeles.

]\Iembers of the Commission making the
trip were Ralph W. Bull, chairman ; Com-
missioners J. P. Baumgartner, jM. B. Harris
and Fred S. Moody. Commissioner Joseph
]\I. Schenck was absent in the East. Other
members of the party were B. B. Meek, Direc-
tor of the State Department of Public Works ;
R. M. Morton, State Highway Engineer ;
E. Forrest Mitchell, secretary; George C.
IMansfield, editor California Highw^ays and
Public Works, and district engineers S. V.
Cortelyou. E. Q. Sullivan and L. H. Gibson.

At a meeting held in San Bernardino,
representatives of that county asked that the
Commission concentrate upon grading, grav-
eling and oiling the desert stretches of the
highway between San Bernardino and Needles
on tlie Arizona border and San Bernardino
and Calada on the Nevada border. This was
asked to be completed before any permanent
pavement projects were undertaken in south-
ern California.

Tm])erial County desired the widening of
present pavement in the Imperial Valley and
the pavement of the uncompleted portion of
the El Centro-San Diego highway.

San Diego County emphasized the comple-
tion of the latter highway as the most impor-
tant ])hase of the state highway situation
there.

A new location on the coast route between
San Diego and a pavement north of Tja Jolla
were also asked.

Tn Los Angeles members of the partj^ were
the guests of the Board of Directors of the
Automobile Association of Southern Cali-
fornia. Henry Keller, chairman of the Good
Roads Committee, outlined the association's
program for southern California. The relief
of traffic congestion at the Newliall tunnel, a
second and auxiliary route for travel now
going by way of the Ridge Route, and the
inclusion into the state highway system of
gaps at both ends of the Mecca and Blythe
route were major recommendations in this
program.

Tn Ventura County an inspection was made

of oil drilling ()])erations at the Riiicon
parapet.

In Santa Bai-bara discussion centered
chiefly on ways and means of preserving the
scenic values of the highways, with the sug-
gestion that California should definitely
undertake securing rights of way sufficiently
wide to assure the preservation of places of
particular beauty, whether such beauty con-
sisted in stretches of beaches or a fringe or
grou]) of trees.

Santa Barbara also A^oiced its desire to
further beautify the state highways in that
county with tree and shrub planting. The
Commission was also asked to give considera-
tion to routing travel through cities away
from and around congested traffic centers.

San Luis Obispo was chiefly interested in
the continuation of active work upon the coast
road from San Simeon to Carniel and further
work u])on the Cholame lateral.

Policies, problems and projects were dis-
cussed by members of the official party at the
various conferences held.

INYO AND MONO COUNTIES

HAVE NEW ROAD PROBLEM;

IT'S THEIR "RELATIVES"

Humboldt County may have a unique highway
problem In its elephant, writes F. G. Somner,
highway engineer for the Ninth District, but
Inyo and Mono counties have a road problem in
relatives.

Here is the way Mr. Somner tells the story:

"EMBARRASSING MOMENTS"

After several narrow escapes from colliding
with loose stock on the state highway in Owens
Valley, Inyo County, it occurred to me that it
was high time for action. After considerable
trouble, I succeeded in identifying three herds
and the district attorney's office was requested
to prosecute the cases. Imagine my embarrass-
ment upon being advised by my friend Jess Hes-
sion, district attorney, that warrants had been
served on his first cousin, his wife's cousin and
Sheriff Hutchinson's brother-in-law. He gamely
remarked that I had "selected a good place to
start."

I then decided to direct my efforts to the stray
stock on the highways in Mono County. My
embarrassment was complete when in response
to the first complaint, was informed by Sheriff
Dolan that, running true to form, my latest vic-
tim was the father-in-law of the superior judge
of Mono County.

CAUFORX/A IllCinVAYS AXD PUBLIC WORKS.

if

''Park'' Influence Outside

Saf/s Conuuissioner Mood//

' ' Park the influence you bring with you on
the outside of the Iligrhway Commission's
door," is the substance of the advice that
Commissioner Fred S. INIoody given to delega-
tions seeking to consult the Highway Com-
mission on road matters.

Speaking at a dinner tendered Director
Meek and the members of the California
HighAvay Commission at San Diego, Mr.
Moody replied directly to one of the speakers,
who complained of inability to "mass" suffi-
cient "influence" to secure favorable action
on a road project that he favored :

"You do not need influence," Mr. Moody
said to him. Continuing, he declared that
the policy of the Commission Avas that of the
"open door," and "open decisions openly
arrived at." The Commission, ]\Ir. Moody
declared, was not at all interested in
"influence" as a factor in determining its
action, but it was interested and interested
alone in the merits of the proposal. An argu-

ment based u[)on merit, lie declared, needed
no influence to support it.

Associated Pi-ess Dispatch as Published in the
San Francisco Examiner.

MEEK' KIDDIES BELIE NAME;

TWO DISRUPT CABINET MEET

SACRAMENTO, Nov. 21.— (AP)— Two small
curly-headed children all but broke up a peace-
ful session of Governor C. C. Young's executive
cabinet here tonight.

The children were Bert and Laura Marie, 62
and 42 years old, respectively, son and daughter
of Bert B. Meek, director of public works.

Everybody, in-
cluding the gover-
nor and six other
directors, several
state officials and
visitors, were sit-
ting a 1 1 entively
listening to Meek
when the quiet-
ness of the meet-
ing was broken as
a small curly-
headed boy, carry-
ing a toy rabbit,
burst into the
room and loudly
informed his dad-
dy "to hurry up."

Meek hurried,
after first quieting
the lad, but before
he could finish his
daughter came in
and made known

her wants. Meek ..^ .^,, ,, „ ^ , ^

ii I. J i Little Bert and Laura

then rushed to a ^^^^^^ ^^.j^^se joint job it is

*^'°^®' to direct the Director.

Be conn a issan ce Surv ey

of Kings River Highway

At a meeting of the State Highway Com-
mission held in Los Angeles on November
16th, the Commission authorized District
Engineer Wallace of Fresno to proceed with
a reconnaissance survey of the Kings Kiver
Canyon. The resolution of the Commission
declared that if the reconnaissance developed
the advisability of making a location .survey
at a later time that the offer of the Fresno
board of supervisors to bear half the cost of
such survey would be accepted.

Road Foreman Brings Sign

Vandal to Punishment

Highway District Eight, M'itli headquarters
in San Bernardino County, has declared an
open season on sportsmen who, rather than
tramp the great outdoors in search of wild
game, sit in the comfortable seats of their
automobiles and fire upon automobile club
road signs. This was evidenced during the
month of October, w^hen maintenance foreman
Granville Harp came upon a person thus
engaged.

It happened near Van Doran's Service
Station, about five miles east of New^berry.
]Mr. Harp caught a i)arty of three men parked
by the side of the highway and shooting across
the road at one of the official road signs of the
Automobile Club of Southern California.
"They res])onded angrily when I warned
them," said ]\Ir. Harp, "and boasted of the
riglit to do as they pleased on the highway.
When I told them they would have to pay for
the damage they had done, they took flight
in tlieir automobile before I could acquire
information for their arrest."

Mr. Harp started pursuit in a Ford truck.
At NcAvberry he changed to his own private
ear and overtook the fugitives before they
Avere released by the Agricultural Quarantine
Station at Daggett. Here they were placed
under arrest. One of the men pleaded guilty
before Justice of Peace Van Dyke of Daggett,
and was fined $20 for the offense.

Big Slide Removed

^laintenance in District I has for the prin-
cipal item of its work in December the re-
moval of slides. The largest single slide of the
season has been about 8000 cubic yards near
the soutlierlv end of the Klamath River bridge.

18

C ALIFORM A HIGHWAYS AMJ I'llil.lC MONKS.

Mono County Wants

Boads Kept Open Into

Snow Sports Sections

]\Iucli entliusiasm is manifested through-
out Owens Valley in prejiarations for winter
si)orts in the foothills of the high Sierras and
committees appointed by the several chambers
of commerce throughout the valley are busily
engaged with preparation of skiing, coasting
and skating grounds. Inquiries from the
southland indicate a growing interest and a
re(iuest will be made for cooperation of the
Division of Highways in keeping the snow-
clad i)ortions of the state highway open be-
tween liishop and Long Valley, distance 28
miles.

Autoist Fined for

Eecklessness Totvard

High way Workers

The judiciary of California is helping to
give to the maintenance men who work on
the highway the protection that they deserve
by prosecuting those who negligently or care-
lessly endanger the lives of the workmen.

As an instance of this, Mr. A. Barker, a
maintenance employee, was engaged in patch-
ing the highway about one-half mile north of
Chualar on October 14, 1927, when a Chev-
rolet touring car, going north, driven by a
Glendale resident in a reckless manner, almost
hit Mr. Barker. The driver did not stop, but
]Mr. Barker secured a ride and followed him
into Salinas, where he had him arrested. The
judge imposed a fine of ten dollars.

'' Slotv" to he Painted on State Hifjli-
ways at Approach to Schools

The following order, intended to increase
the factor of safety on highways near schools,
has been issued to all district engineers by R.
M. IMorton, State Highway Engineer :

"A determined effort is being made
tlu-oughout the state to i-educe the traffic acci-
dents involving children of school age. Both
automobile clubs and various civic bodies are
spending considerable sums of money each
year in the education of school children to the
dangers of modern traffic. A program of
visual education is being conducted in 1218
cities in the forty-five northern and central
counties depicting the major traffic hazards
encountered by children ])r'Oceeding to and
from school.

"The Motor Vehicle Department is coopei--
ating to the extent of having their men super-

Contented Trees is

Boast of Stanislaus;

Here is the Prooj

Here is a visible and typical demonstration
of what four years in California wall do. The
acconii)anying i)icture Is a European syca-
more, one of the group of trees planted in 1923
along the state high-
way north and south
of Turlock, by the
Chamber of Com-
merce of that city.
They were cared for
by State Highway
]\Iaintenance Fore-
man L. P. Laird of
Modesto. The State
High way Commis-
sion and the Depart-
ment of Public
Works is now urging
the importance of
securing wider rights
of way for highways
in order that the
necessity may never arise whereby highway
trees must be sacrificed to provide adequate
traffic lanes.

In this connection it is interesting to note
that the California Iliglnvay Commission has
taken over or planted 60,{)0() trees during the
past eight years and has acquired more than
three times that number with rights of way, in
addition to the forests through which the high-
ways have rights of way 600 feet in width.

vise the use of highways by children attend-
ing rural schools fronting on highways.

"The Division of Highways' cooperation in
this movement involves the painting of the
words 'School — Slow' on the highways
fronting these schools.

"Please ai-range to have these signs painted
at your earliest opportunity on all ])avements
fronting schools within your disti-ict, advising
this office when the work has been completed."

One of row of trees on state
highway near Turlock

A gusolino shortiigc is predicted for the year 2000,
but by that time the ears will be so thick they can't
move anyhow, so it doesn't matter. — St. Paul I'ioneer-
Pre.ss.

Ml-. Spendix — "Any installments due today'/"

Mrs. Spendix — "No, dear, I think not."

Mr. Spendix — "Any payments due on the house, the

radio, the funiiture, tlie rugs, or the books?"
Mrs. Spendix — "No."
Mr. Spendi.K — "Then I have ten dollars we don't

need. What do you say if we buy a new car?"

CAI.iFOh'MA IIKHnVAVi^ AND I'UliLIV WOh'KS.

19

The New Lake Almanor Causeway

IN 1925 the Great "Western Power Company
decided to raise the dam at their
reservoir, Lake Almanor, in Plumas
County. The road from Red Bluff to Susan-
ville crossed the bed of tlie proi)osed enhirged
lake about ten miles above the dam site, and
the enlarged lake would flood the country for
a distance of more than four miles north of
the road. The state highway location crossed
the proposed lake close to the site of the exist-
ing road, at a point where, in view of the ulti-
mate enlargement of the lake, the distance
across this body of
water would be the
shortest. At the time
of starting work on the
enlargement of the
reservoir, the power
company suggested
that the state highway
be routed around the
northerly end of the
lake, but as this would
have lengthened the
road over four miles,
it was decided that it
was not feasible.

COOPERATIVE PROJECT

In addition to flood-
ing the road, the en-
largement of the lake
would also submerge
the main line of the
Red River Lumber
Company's railroad.
In order to preserve
both the road and the railroad company's
main line, an arrangement was entered into at
the time work started on the enlargement of
the lake, between the power company, the
lumber company and the State Highway Com-
mission, to construct a causeway across the
lake. Numerous schemes were investigated,
including a concrete pile trestle, concrete crib
construction filled with rock, and protected
embankments. Comparative estimates of cost
of the various types indicated that the embank-
ment would be the most economical construc-
tion, and tests on the materials which would be
borrowed from alongside to construct the
embankment indicated that the steepest slope
on which the material could be expected to
stand in its submerged condition, without the
aid of protection, would be a 3 : 1 slope.

Lake Almanor Causeway.

DIVIDE MAINTENANCE

The lake is subjected to heavy winds during
the winter time, from the south, and it was,
therefore, decided that this side of the embank-
ment must be protected from wave action.
The northerly side, being subjected only to
very light wave action, on account of the com-
])aratively short reach of water on that side
and the infrequency and lightness of winds
from the north, might be constructed of the
natural gravelly soil, on a 3 : 1 slope and left
unprotected. This ar-
rangement was made,
since the Red River
Lumber Company 's en-
gineers believed that it
would be safe and the
maintenance quite
light, and the agree-
ment was accordingly
drawn up so that they
would maintain that
side of the embank-
m e n t. As f i n a 1 1 y
adopted, therefore, the
cross-section of the
embankment consists
of a 2:1 slope pro-
tected with massive,
heavy rock on the
south side, and an un-
protected gravel slope
of 3 : 1 slope on the
north side, and a road-
way of 42 feet in width
between slioulders,
18 feet of which is occupied by the railroad
and 24 feet by the highway. A standard
state highway guard rail was provided along
the northerly shoulder and a 5-foot steel fence
between tlie railroad and the highway road-
beds.

7000 FEET LONG

The work started on the construction of
the embankment in the fall of 1926 and the
embankment was completed shortly after the
first of the year 1927. The embankment is
7000 feet long and has a depth of 35 feet at
the lowest point, near the easterly end, taper-
ing out to the ground level at each end. It
contains about 500,000 cubic yards of material.

UNUSUAL CONSTRUCTION PLAN

A rather unusual method of constructing

(Continued on page 30.)

20

CAI./FonXlA IIKlUWAYS AXD PIBLIC WORKS.

Senator Oddie Urges That More Federal
A id Be Given by U. S. to Roads of States

SEXATOR ODDIE (Republican), Nevada,
speaking, November 11, at the dedication
of the new Market street bridge at
Wilmington, Delaware, discussed federal aid
of road building, and said that the govern-
ment is under an obligation to continue the
]>rogram mapped out in the law of 1916.
This program, he said, calls for annual federal
appropriations of $75,000,000 for federal aid
and an additional $7,500,000 to be spent on
roads in national forests.

EXPAXSIOX PROPOSED

Amendments to the present Federal High-
way Act were suggested by Senator Oddie in
the following respects :

To provide for a higher percentage of the
cost of building roads in sparsely settled areas,
to be paid by the federal government.

To eliminate the present limit of $15,000
per mile upon federal payments for roads
built jointly with the states.

Increase in federal appropriations to pro-
vide connecting links in the national road
system ; and

Elimination of private billboards, sign
boards, and other roadside advertising along
the national highways.

The road building program is of impor-
tance, he said, not only to the west, where
there is great need for improved roads, but
also to the eastern states, Avhich, he predicted,
Avill soon be face to face with the necessity of
widening many of their principal roads and
constructing many new highways to handle
increasingly congested traffic.

.Senator Oddie 's speech, in part, was as
i'ollows :

Our modern highway system cnmprises approxi-
nately .-{.OOO.OOO miles, of whic-h 450,000 miles have
.^ome form of surfacing. The value of the country's
22,000,000 motor vehicles, including the value of the
highways, is .$20.r.00.000,000. The sum nearly equals
that of our 250.000 miles of steam railroads and 50,000
miles of electric railroads, which, with their equip-
ment, are valued at about $27,000,000,000.

About 4.000.000 automotive vehicles were produced
in the country in 1026, of a wholesale value of over
.$4,000,000,000, which gave emiiloyment to 3,500,000
people. The annual operating cost of the country's
highway expenditures are about .«10,000,000,000, which
makes its yearly cost of motor transportation about
$11,000,000,000.

It is interesting to note that while the states built
about 14.000 miles of new surfaced roads in 192G. the

automobile manufacturers during the same period
built 16,000 miles of automobiles, allowing 20 feet to
the car.

AID TO BUILD CUJIBERCAXD PIKE

In ISOo, congress planned the Cumberland pike,
running from Cumberland, Md., to Vandalia, 111. A
few years later it authorized the construction of this
road with federal funds, at a cost of $8,000,000.

In 1916 the federal government declared its policy
of "aiding" the states in building a system of highways
of national importance, and in 11)21 the Federal Aid
Highway Law was enacted, which provided that
federal funds be allotted to the states to aid them in
the building of roads, and that the Secretary of
Agriculture give preference to such state road projects
as will expedite the completion of an adequate and
connected system of highways, interstate in character.

Under this law the states have designated a system
of highways, not exceeding 7 per cent of their total
highway mileage, and all of the federal apportion-
ments must be spent on this system. The 7 per cent
federal aid system is therefore limited to about 210,000
miles, of which 76.708 miles have been improved or
are in process of improvement with federal aid. and an
equal amount has been improved on this system with-
out federal aid.

Today two-thirds of this system is in some state of
improvement ; the states having expended over $2,000,-
000.000. while the federal government has expended
about $580,000,000, being nearly one-quarter of the
cost, instead of one-half as originally contemplated in
the law.

The federal government has collected in war excise
taxes directly from motorists close to $1,000,000,000.
So from a bookkeeping standpoint it is nearly $500,-
000.000 ahead, after deducting its expenditures on the
federal aid highway system.

SYSTEM LAID OUT

When the Federal Aid Highway Act was passed the
system of national highways was laid out, and the
federal govei-nment ;igreed to aid the states in improv-
ing them. The states accepted the olTer in good faith
and sincerity and look to the federal government to
continue its cooperation until all the roads on the
system are improved to meet traffic needs.

The federal government incurred this obligation
and committed itself to a policy which it must carry
out. It must fulfill its obligation to the states and
keep faith with them on this most important work.

The federal aiiprojiriations for the years 1028 and*
1020 of $75,000.0(10 ;iiinnally to be spent on the roads
of the states in the federal aid highway system and
$7.500.0(KI iinnually on roads in our national forests
are most reasonable and necessar.v.

At least this much must be authorized for appro-
priation in the coming session of congress for carrying
on this work during the years 10.30 and 1931. A
reduction in these ai)i»ropriations will seriously handi-
cap the states in carrying out their road-building pro-
gi-ams and destroy their confidence in the promises of
the federal government.

Very briefl.v, the federal aid system, when com-
pleted, will include every city and town in the country,

CALIFORXIA HIGHWAYS AND PUBLIC WORKS.

21

These Figures Reveal

Interest of California

In Federal Road Policies

FEDERAL AID TO STATE HIGHWAYS (December 1, 1927)

FoileiMl
Projects completed or Actual or aid received

under contract — Miles estimated cost or applied tor

Agreements execut'd 1512.5 $46,658,229 $20,935,496
Projects under con-
struction ; federal
aid applied for —

Agreement not vet

executed 68.6 3,418,854 1,585,274

Totals 15S1.1 $50,077,083 $22,520,770

On the above basis money received from the Govern-
ment alone would build 711 miles of road.

The basis of distribution of federal aid money among
the states is as follows :

One-third in the ratio which the area of eacli state
bears to the total area of all the states.

One-third in the ratio which the population of each
state bears to the total population of all the states, as
shown by the latest available federal census.

One-third in the ratio which the mileage of rural
delivery routes and star routes in each state bears to
the total mileage of rural delivery routes and star
routes in all the states, at the close of the next preced-
ing fiscal year, as shown by the certificate of the Post-
master General, which he is directed to make and
furnish annually to the Secretary of Agriculture.

FOREST FUNDS (December 1, 1927)
Projects on State Highway System,
Projects constructed or advertised ;

Miles 210.8

Estimated total cost $6,394,324

State cooperation $1,388,000

County or local cooperation $373,713

Miles 210.8

This leaves $4,632,611 expended or obligated forest
funds on the state system which alone would build
152.7 miles.

The basis of distribution of forest funds is as follows:
One-half 'in the ratio that the area of national forest

land in any state bears to the total area of such land
in all states.

One-half in the ratio that the value of national
forest land in any state bears to the total value of
such land in all states.

AMOUNT OP FEDERAL AID.

The amount of federal aid on any project
shall not exceed 50 per cent of the total esti-
mated cost of the project or exceed $15,000
per mile, exclusive of bridges over 20 feet
span, except that in the case of any state con-
taining unappropriated public lands exceed-
ing 5 per cent of the total area of all lands in
the state, an increased percentage equal to
one-half of the percentage which the area of
unappropriated public lands in such state
bears to the total area of such state, shall be
added.

The following table shows the states profit-
ing by this rule :

Ratio of the
area of unap-
propriated land

plus nontaxable Jlaximura fed-

Indian land to Percentage eral aid pay-

tlie total land payable by ment on basis
area of the the federal of $15,000

state. government per mile

Arizona 0.4469 72.34 $21,702 00

California 0.2010 60.05 18,015 00

Colorado 0.1215 56.08 16,824 00

Idaho 0.1949 59.75 17,925 00

Montana 0.1292 56.46 16,938 00

Nevada 0.7543 87.72 26,316 00

New Mexico 0.2686 63.43 19,029 00

North Dakota 0.3656 68.28 20,484 OO

Oklahoma 0.1093 55.47 16,641 00

Oregon 0.2451 62.25 18,675 00-

South Dakota 0.1123 55.62 16,686 00

Utah 0.5779 78.90 23,670 00

Washington 0.0875 54.38 16,314 00'

V^^yoming 0.2840 64.20 19,260 OO'

of 5000 inhabitants, and will pass within ten miles of
90 per cent of the papulation of the country. It is
a plan of national highway unification, with local
state control.

The road projects under this system are initiated,
supervised and constructed by the states, with such
federal participation as will insure continuity and
articulation of the system.

NATIONAL ROAD NEEDS

A few of the national needs for the federal aid
highway system should be mentioned briefly:

Good roads over which the Postal Service can
carry the mails.

Good roads which promote commerce among the
states.

Military highways for national defense.

To extend farm markets by improved roads and
the use of motor equipment, which have enabled
the farmers of the country to quadruple the eco-
nomic range in their choice of markets.

To increase the efficiency and production of our
country and the national wealth, and to eliminate
enormous national waste.

In the public land states of the west, the federal
government owns from a small percentage to nearly
90 per cent of all the land in the states. The law
provides that the federal government shall increase its
contribution to the cost of building and improvement
of the highways above one-half, in proportion to the
government's ownership of lands in these states.

A brief statement regarding the roads in the
national forests and the necessity for them should be
of interest. They comprise 160,000,000 acres of federal
owned laud in thirty-three states and in Alaska and
Porto Rico, and contain about 600,000,000,000 feet of
standing timber. The value of the timber, grazing
and water power in these forests is estimated at about
$1,500,000,000, with other resources having a value
of about $500,000,000.

An adequate system of roads and trails is abso-
lutely essential for the proper administration, protec-
tion and utilization of the federal land and resources
within the national forests, for fire protection espe-
cially, and also for the protection of the nation's
watersheds.

EASTERN ROADS IMPROVED

In the wealthier, more populous east, road improve-
ment is much farther advanced, and easterners mis-
takenly suppose highway expenditures may shortly
be reduced. The day of such reduction is as remote
as the elusive saturation point in motor vehicle pro-
duction and registration.

The growing traffic demands the constant improve-
ment of highway facilities, the replacement of outworn
surfaces, widening and strengthening of pavements
and rights of way, the reduction of grades established
according to less exacting standards of a few years
ago, the elimination of railroad grade crossings, and
the separation of grades at important highw^ay inter-

(Continued on page 41.)

22

CALIFORNIA HIGHWAYS AND PUBLIC WORKS.

Some ' ' Barks ' ' from State Press Regarding

''Hot Dog'' Stands

iC'T'TOT DOG" stands, wider rights of
I I way, and a discussion of the scenic
values of highways have predomi-
nated in the highway news published in the
newspapers of California during November.

The outburst of publicity dealing with these
subjects followed public statements made by
B. B. Meek, Director of Public Works, and
members of the Commission pointing out the
necessity for wider rights of way to protect
highways against disfigurement by ' ' hot dog ' '
stands and unsightly shacks, and at the same
time to assure the preservation to the high-
ways of beaches, and group trees, or other
places of unusual beauty adjoining the roads.

The press as a whole has given a loud and
approving "bark" to the protest against the
' ' hot dog ' ' menace. Thus the El Centro Press
•expresses itself :

Glory be to the California Highway Commission in
its proniised warfare against California's black eye,
the hot dog stand.

And included in the term "hot dog stand" are "Dad's
Shack," "Pete's Place," "The Coffee Pot," "Bubbling
Kettle" and all the rest of the thousand and one plac-es
bearing names designed to catch the eye and the dime
of the passing tourist, but in reality doing nothing
more than to mar the natural beauty of which Cali-
fornians boast.

Time was when there was considerable pleasure in
traveling along the main highways, and there still is,
but it is marred evei-y step of the way by tumble-down
or even highly artistic shacks offering all sorts of
edibles and drinkables but emphasizing chiefly — the
hot dog.

We have nothing personal against the hot dog. We
have eaten many of them and hope to cat more of them.
But we do not believe that it is necessary to blot out
the landscai>e and the beauties of nature with a lot of
moronish signs .iust to tempt the appetites of those of
us who do like hot dogs.

Some time ago the large oil companies and other
leading firms in California awoke to a realization of
just how inharmonious their signs along the highway
were, and these signs in many instances were works
of art compared to those that now greet the eye. These
firms dispensed with their signs — an act that cost them
no little smn.

But for every sign of this sort there are hundreds
of these little mongrel signs. They are neither humor-
ous, catchy, or inviting to look at — and we venture to
say they are not such howling successes as business
getters.

Away with the whole blooming mess of them ! The
state has protected nature by passing a law against
painting signs on rocks as the idiots used to do some
years back. It should at least show the same amount
of compassion on one of the noblest works of nature —
the human eye — and protect it from this epidemic of

jazzomania that affronts "El Camino Real" and all the
lesser "reals."

The Salinas Index also gives its editorial
approval. Says that paper :

The ultimatimi of Bert B. Meek, director of the
state department of public works, issued in San Luis
Obispo a few nights ago, to the effect that the ever-
present "hot dog stands" along the state highway must
eventually go, cannot fail to extract a sigh of relief
from many who run across these entii"ely unnecessary
and unsightly things at every turn in the road these
days. At some points they have attained the dignity
of "barbecue sandwich shops," and are generally run
in connection with an oil and gas service station. The
atmosphere about them is polluted with enough greasy
smells to stifle one, and put the evils that befell
Falstaff to shame.

There may have been a time when this type of
eating place was desirable. That was back in the days
of slow-moving "hawse an' wagon," or a man on horse-
back. But today, with the means of rapid transporta-
tion— the automobile and the airplane — there can be
no reason for anyone starving to death before reaching
the next town.

Down with hot dog stands, say we.

The Palo Alfo Times suggests that the trad-
ing district along highways be zoned. Says
that paper :

Purchase of state highway rights of way 100 feet
or more wide 1o prevent scenic beauty from being
hidden by hot dog stands and other disfiguring struc-
tures is to be the policy of the state in the futui'e,
according to Bert ]Meek. director of public works for
California.

We who live on the peninsula where hot dog stands,
eating "shacks," fruit vending booths and the like
strung along both sides of our highway have destroyed
much of the earlier charm of our regional landscape,
can appreciate tlie ini)>ortance of this newly declared
state policy. While it may not be practicable to
secure such protective rights of way along all the
highways already built, the underlying motive of the
state wliicli has pronii)ted tlie enuTiciation of this
policy has much to commend it. People who go motor-
ing into the suburban or rural regions do so to get a
glimpse of real outdoors. If they merely want to view
a succession of trading places, they would do better
to stay in the cities and drive around the shopping
districts where more numerous and iriucli more impos-
ing shops are to be found.

Clearing the landscape along the highways of bill-
boards is only part of the work needed to be per-
formed in the landscape rescue program. The hot dog
stands are a symbol of another distinct menace.

But if such trading ])laces must be provided along
the highways, some restrictive arrangement should be
devised, a zoning system, for example, which would
permit such places to be operated only at specified
mileage intervals. Such an arrangement would be a
great boon to the beautification movement on the

CALIFORNIA HIGHWAYS AND I'VBLIV WORKS.

23

peninsula. I'>iit wo do not nic;in to int'of by tliat
remark that the nicnaco complaiiuMl of is peculiar to
this region. Wherever there are iiighway.s — and scen-
ery— disfiguring structures tend to bob up alongside
them with mushroom-like quickness and weed-like
multiplicity.

It is interesting in this connection to note
what the Highway Engineer and Contract has
to say on this subject in an article entitled
' ' HighAvays of the Future. ' ' We quote from
that magazine as follows :

"Hot dog" stands and gasoline stations at the
roadside will be replaced by respectable road houses set
well back from the highway in a grove of trees.

Road shoulders and ditches will be covered with
grass and the roadside beautified with irregular trees
not planted like telephone poles.

Here are some of the other developments
from the future that the same magazine makes
in the article referred to :

Roads may be considered in terms of the number of
people and amount of goods hauled rather than width,
length and character of surface.

Air rights over railroads will be used as elevated
highways operated as toll roads, or in rural sections a
parallel right of way will be used.

Congested sections of cities will have double-decked
streets with street cars below the ground and bus lines
operated on track-free streets at ground level.

Grades will be separated at congested highway
crossings, thereby increasing by 50 per cent or more
the road capacities at peak loads.

Country highw^ays near cities will have a sidewalk
on one side.

lionm GOING

Motorists Responsihle

For Grade Accidents;

U. S. Court Sai/s So

The ' ' Stop ! Look ! Listen ! ' ' signs at rail-
road grade crossings take on new significance
through a recent ruling of the United States
Supreme Court, says the Literary Digest.
The public, we are reminded by the New York
Times, "has been accustomed to throw the
blame for all grade-crossing accidents on the
railroads." But the Supreme Court, in a
decision handed down by Associate Justice
Holmes, holds that motorists, not railroad
companies, are responsible for their own
safety when crossing railroad tracks. The
case, which was carried to our highest tribu-
nal, was that of an Ohio automobile truck
driver who approached a railroad crossing at
five miles an hour, and was killed by a train
going at the rate of sixty. His widow testified
and the lower courts held that this driver had
taken all the precautions required of him ;
the Supreme Court holds otherwise. Said
Mr. Justice Holmes, in his ruling :

When a man goes upon a i-ailroad track, he knows
that he goes to a place where he will be killed if a
train comes upon him before he is clear of the track.

Ode to the Horse

O horse,' you are a wonderful thing;

No buttons to push, no clutch to slip,

No sparks to miss, no gears to strip.

No license-buying every year.

No plates to screw on front and rear,

No gas bill climbing up each day,

Stealing the joy of life away.

No speed cop chugging in your rear.

Yelling summons in your ear.

Your inner tubes are all O. K.

And, thank the Lord, they stay that way.

Your spark plugs never miss and fuss,

Your motor never makes us cuss.

Your frame is good for many a mile.

Your body never changes style.

Your w'ants are few and easy met.

You've something on the flivver yet.

— Gouvernelt {N. Y.) Free Press.

Said the flapper, after she had introduced her boy
friend to her parents : "What side of the family do
you think I take after?"

"Well, you have your father's eyes, nose and
mouth," said the boy friend, "but you get your legs
from your mother." — Country Gentleman.

A resident of Atlanta took out an accident insurance
policy and then fell ill with pleurisy. Later he' tried
to collect from the insurance company but they refused
a settlement. The man sued and in the municipal
court it was ruled that pleurisy was not an accident
but a visitation of God.

The superior court, however, reversed the decision
on the ground that a visitation of God to a resident of
Atlanta was an accident.

Si — "Sara, is there anything you want from town
this mornin'?"

Sara — "You might stop in at one of them there
stores and buy a jar of that there Traffic Jam I been
ahearin' so much about."

"How long you in jaU fo', Mose?"
"Two weeks."
"What am de cha'ge?"
"No cha'ge ; everything am free."
"Ah mean, what has you did?"
"Done shot my wdfe."

"You all killed yo" w'ife and only in jail fo' two
weeks?"'

"Dat's all — then I gits hung."

"Work faithfully for eight hours a day and

Don't worry.
Then, in time, you may

Become the Boss, and
Work twelve hours a day

And have ALL THE WORRY."

He knows that he must stop for the train ; not the
train for him.

In such circumstances, it seems to us that if a
driver can not be sure othei-wise wherever a train is
dangerously near, he must stop and get out of his
vehicle, although obviously he will not often be
required to do more than stop and look. It seems to
us that if he relies upon not hearing the train, or
upon any signal, and takes no further precaution, he
does so at his own risk.

24

CALIFORXIA HIGHWAYS AND PUBLIC WORKS.

Making Higluratjs Fool Proof;

Object LcsHou Froii Scni Diego

The old Del
Mar grade
crossing in San
Diego County
was a menace
to the travel-
ing public.

This motor-
ist beat the lo-
comotive to the
crossing. When
such races are
ties we read
about them in
the papers.

Now we

have a separa-
tion of grades
at the crossing.
It is safe for
the motorist,
and —

The train en-
gineer can ap-
proach Del
Mar without
danger of heart
failure.

Another step toward safer highways was taken
recently when the Del Mar line change with its
new overhead crossing of the Santa Fe tracks, and
new twenty-foot pavement, was opened to traffic.

The new stretch of highway eliminates a very
dangerous grade crossing, two sharp right angle
curves, and a long stretch of fifteen-foot pave-
ment. It speeds up travel and adds to its safety.

MOUNTAIN HIGHWAYS

(Continued from page 2)

present roads thus improved can be built at a
cost tliat tliey can be scrapped at a later time ;
the use to which they have been put will show,
even Avith their abandonment, a very con-
siderable balance on the credit side of the
ledger.

At a time when roads in California were
built out of bond mone3'S and future genera-
tions tluis obligated to pay for them, there may
have been a reason why ' ' permanent ' ' location
and the ability to build a "permanent" type
of road may properly have been considered
prerequisite to any construction. Today, how-
ever, Ave are out from under that obligation.
We are building our roads on ''pay-as-you-
go" plan, and the people who are footing the
higlnvay bills should be entitled to road serv-
ice Avithiu tlieir lifetime.

Do not mistake me as advocating makeshift
mountain roads. On the contrary I advocate
that the most careful study be given of the
final location of our mountain highways to
the end that every adA^antage be taken of every
feature, scenic and otherAvise, that Avill lure
more and more ]ieople out into the mountain
areas of California. But I also belicA^e that
Ave can build or improve many miles of use-
able, travelable, and Ioav cost roads into these
mountains that Avill serve the people now
living, Avhile the "perfect" road is being built.

The roads through Europe's mountain
passes have taken centuries to build. Ours
can not be built in a day. I can not escape
the thought, howcA^er, that here in California
the improA^ement of our mountain roads has
been unduly delayed through the mistaken
thought that little Avork should be done on a
road until the final and perfect higliAvay can
be built.

AVHOLE STATE INTERESTED

And in conclusion, let me voice the opinion
that cATry resident of California has a very
great and a A'ery immediate interest in the
construction of these mountain highAvays.

Just as the mountain passes of Europe are
the magnet that attract Avealth from the entire
Avorld to Europe, so California's mountain
areas can be made the means of bringing mil-
lions of "outside" money into California,
money shared and distributed to residents of
the cities and A'alleys in even larger measure
than to our mountain peoples.

But this is only part of the story. There is
rest, recreation, strength and inspiration in
the mountains for our own people.

If in doubt, plan next summer to become
better acquainted Avith California's mountains.

C A LI FORM A HialJWAYS AND PVlilJC WORKS!.

25

Policy Will Be to Give Publicity

to Convict Camps, but not
Personal Publicity to Convicts

REGULATIONS governing the conduct
of prison camps on the state highway
system have been announced by B. B.
^feek, Director of the Department of Public
Works.

The high points of the new plan are :

First, complete official publicity regarding
the conduct of convict camps, but an elimina-
tion of publicity regarding personal activities
of the prisoners. It is believed that turning
the spotlight too much upon the prisoners
tends to disturb camp discipline, and to
imbue an attitude of hero-worship both on
the part of the prisoners toward themselves
and on the part of the public toward them.

"The convicts are in these road camps
discharging a debt to the state," Director
Meek states, "and it is healthful for them to
realize that the obligation is on their part
toward the state, rather than on the part of
the state toward them. The men in the road
camps are being given an opportunity denied
to many other prisoners, and there should be
no confusion in their minds on this score."

Second, an effort is being made to increase
by a substantial sum the amount of money
saved by the prisoners during their employ-
ment in the convict camps. ]\Ir. ]Meek, who
was for many years a member of the State
Board of Prison Directors, believes that one
of the most effective means of rehabilitating
prisoners and restoring them to useful status
is to increase the amount of money in their
possession when they enter free life. Money
on hand to tide them through the readjust-
ment period following their release from
imprisonment either in the penitentiary or
the road camps is the best safeguard against
temptation to again commit crime, he declares.
Xet earnings, after deduction of expenses of
the prisoners in road camps, is the figure that
Mr. Meek seeks to materially increase.

In this connection it is worthy of note
that Director Meek, while representing Butte
County in the Assembly in 1915, introduced
the bill, later passed by the legislature, under
which California began and continued its
convict camp work for many years. Governor
Young w-as speaker of the Assembly at this
same session, and aided in the passage of the
bill. Under the Meek bill, prisoners were
given one dav's credit on their sentence for

tAvo day's work on the road. This bill
remained unchanged until 1923, when the
legislature supplemented it by providing that
the prisoners should be paid, in addition to
the credits on their terms, a gross of $2.10 a
day. From this gross there is deducted the
cost of meals, kitchen help, freight on supplies,
fuel, lighting, refrigeration, depreciation on
cook house equipment, salaries of commissary
men and clerks wdio work on convict records,
camp physician, barber, shoemaker, guards,
office rent, phones, telegrams, stationery,
accident insurance for free employees, com-
missary supplies, including bedding, tobacco
and toilet articles ; cost of camp maintenance,
transportation to and from prisons, rewards
for escaped prisoners who have been recap-
tured and the expense of returning such
escapes to prison.

An effort is being made to decrease admin-
istration expenses, and to increase the interest
of the convicts in the more thrifty and eco-
nomical use of camp supplies.

The location for prison camps is also being
most carefully studied to the end that the
camps be established iu places where the
work will be a maximum duration, thus again
reducing costs charged to the convicts.

"It is difficult to say what can be accom-
plished in advance of actual accomplishment, ' '
Mr. Meek states. ' ' However, we are earnestly
trying to save money to the convicts, believing
that actual 'pants-money' is the best safe-
guard against temptation when they enter
free life.

' ' We are trying to guard them against any
feeling of hero-worship either by themselves
toward themselves or on the part of the public
toward them. We do not want them to be
' sob-sistered ' into any condition of self-pity,

' ' We Avant them to have the full value of the
discipline that their offenses Jiave merited,
together with an appreciation of the fact
that they are being given an opportunity to
reenter free life on more advantageous terms
than their fellows in prison.

"And I believe this reflects the desire of
most of the men in camps themselves. They
appreciate the opportunity to enter the road
camps, but prefer to be left quietly there to
work out the problems that they must face
before their reentrv into free life."

26

CALIFONMA HJ(;HWAYS AXD PUBLIC WORK.^.

COMMIXICATEV

China Ask a Ihntd Aid

From California; Plans

7000 Miles of Highway

DEPARTMENT OP HIGHWAYS
OF KWONG TUNG PROVINCE.

Canton, Kwong Tung, China,

October 27, 1927.
To the Commissioner,
California Highway Department,
Sacramento, California.

Greetings :

May we take this opportunity to relate to you that
the Province of Kwong Tung is at present undertaking
a very heavy program of road construction work. We
have ah'eady laid out tentatively some seven thousand
miles of road connecting various cities of importance
and have been working, since the organization of this
Department some three years ago, with the hope to
complete the entire system in six or seven years. Since
then the construction of a good part of the whole
system had been completed and a good part is now
under construction. A good many miles have been
surveyed but on acc-ount of inefficient funds construc-
tion has not yet begun.

In order to carry out our financing and constniction
program, we have devised many methods. Some of
them we have found practicable and some not. We are
therefore still looking foi-ward for further methods in
order to hasten on the completion of the work of our
program.

We have no doubt that your Commission, with
riper experience, should have many good and practi-
cable methods to carry out the different stages of road
construction work. We shall, therefore, be most grate-
ful if you would supply us information on the follow-
ing subjects :

1. Method of highway finance.

2. Organization of the Highway Commission, includ-
ing the executive and engineering stafif.

3. Field survey methods.

4. System of accounting and cost keeping.

5. System of storekeeping.

0. Traffic rules and regulations.

7. Any other information that you believe of value
to us.

If you have the above information bound up in
pamphlet form and if you have any other regular
publication pertaining to highway work, we shall be
most grateful if you send them to us. If there is any
cost in connection with the sending of the pamphlets,
please inform us and we will reimburse you whatever
expense incurred.

Allowing us in closing to extend to you our cour-
tesies and to thank you in advance for the favor
rendered.

Yours respectfully.

H. S. Chuck, Commissioner,
Department of Highways of Kwong Tung.

[Complete information upon the matters requested
was forwarded to Mr. Chuck by E. Forrest Mitchell,
secretary of the California Highway Commission.]

Magazines for Prison

Camps Are Requested

Sacramento, California, November 25, 1927.
Editor California Highways and
PuHLic Works :

The several superintendents of our prison camps
report that they could use a good many more magazines
in their reading rooms at the camps, and have sug-
gested that the many employees of the Division of
Highways contribute their used magazines for this
puriiose.

The prison camp management is heartily in accord
with this suggestion and if these magazines could be
left in the office of the secretary, the camp manage-
ment will see that they are transported to the camps.

Yours very truly,

E. Forrest Mitchell, Secretary,
Department of Public AVorks,
Division of Highways,
By J. P. H., Deputy Secretary.

Sanitary Condition

of Camps Wins Praise

STATE COMMISSION OF

IMMIGRATION AND HOUSING

OF CALIFORNIA

State Building
Polk and McAllister Streets
San Francisco, Novejiiber 29, 1927.
State Highway Commission,
Sacramento, Cal.
Gentlemen :

On November 2Sth, our camp inspector, Mr. F. J.
Rugg, inspected your Sullivan camp, located at Ridge
Route, Los Angeles County. From our inspector's
report it appears that this camp is in a good sanitary
condition and adequate housing provided.

We wish to thank you for your interest and coopera-
tion in the matter of camp sanitation.

Very truly yours,

E. A. Brown,
Director of Camp Sanitation.

Courtesy of State

Highway Worl-ers Wins

Letter of Appreciation

ELECTRICAL WEST

883 Mission Street

San Francisco

Editorial Rooms

November 30, 1927.
Mr. T. A. Bedford, Division Engineer,
California Highway Commission.
Willits, California.
Dear Sir :

This belated acknowledgment of courtesies received
at the hands of members of your division should have
been written last August but has been delayed on
account of an accumulation of work.

CAfJFORXfA IfWinVAYS AXl) JTIilJC WORKS.

2T

W'ry hitc in .Inly in.v husband and I wiTi' ri'turninff
from Orost'n by automobile. Just across tlm bridge
over the Smith Kiver at the foot of the eouvict camp,
ten miles from Crescent City, our car broke down
and a member of yovir organization, whose name we
did not get but who was very kind in trying to assist
us. was unable to remedy the trouble but suggested
that perhaps Mr. Forbes at the convict camp might
be able to tell us what the trouble was. My husband
acted on this suggestion and Mr. Forbes was not only
very courteous in trying to help us start the car but
he was also very helpful in assisting my husband to
communic.-ite with the Automitbile Association at
Crescent City to arrange for tow service.

Later, on the road between Crescent City and
Eureka, we again encountered most courteous treat-
ment from all members of the highway organization
engaged then in controlling and directing traffic over
a bad stretch of road where it was necessary to do
much blasting of tree stumps, etc. We had the
pleasure of taking with us, in the lead car, the man
with the red flag, who told us something of the work
that was being done and whom we found a most
agreeable companion and whose caution in regard to
making a safe passage for the cars we thoroughly
approved of. We also had the pleasure of talking with
the inspector at the end of the first control who gave
us an idea of the number of cars passing over the
road and the care that was exercised to give them
safe passage.

My husband and I felt that the work was being
handled in a most efficient manner and that much
credit was due the entire organization. We are both
glad to have had the experience of learning at first
hand something of the difficulties of highway con-
struction work, which too often is taken entirely for
granted, and it is with real pleasure that I express
our appreciation.

Yours very truly.

Ethel J. Knowlto?^^,

News P]ditor.

ALONG THE CONCRETE

This from the menu of a fish cafe along the road :
JNIost any old fish can float, and drift along and

dream,
But it takes a regular live one, to swim against the

stream.

Just as you enter the sand hills between El Centre
and Yuma a flaring sign announces : "This is Peg
Leg's Los Angeles Dry Dock ; Latest and Biggest
Subdivision."

And. of course, without referring to Peg Leg. let us
add that there is "some windjammer" parked in that
dry dock.

There is at least one highway sign that justifies
itself. It reads :

BOOST CALIFORNIA-MADE

MERCHANDISE THE SAME

AS YOU BOOST THE CLIMATE

"Let's swap smiles," reads the invitation of a road-
side fruitery. Needless to say that the sign is "bear-
ing fruit."

' * E.rtraordiuar/j ' ' NiDnher

of Bequests for Bail road

Road Grade Crossings

The grade crossing situation as seen by the
State Railroad Commission is discussed in a
letter of transmittal to Governor Young of the-
annual rejiort of the Railroad Commission for
the fiscal year of 1926-27. This letter says :

The Commission kept up its efforts for the elimina-
tion, or separation of dangerous grade crossings by
authorizing 21 grade separations. The reconstruction
of an old overhead crossing with impaired clearances
was denied. The Commission also granted 12 exten-
sions of time in which to construct grade separations,
and issued a number of orders amending or revising-
previous ordei's of this nature.

Although the commercial and industrial develop-
ment of California has resulted in the filing of an
extraordinary number of applications for grade cross-
ings by railroad lines, spur tracks, industrial tracks,
or other tracks, the Commission has investigated every
application with scrupulous care, and has denied, dis-
missed, or ordered revised many applications, in order
that the public safety may be conserved, and the needs
of industry may not be infringed upon.

A survey of grade crossing separation possibilities-
was completed in the city of Palo Alto, and partially
completed for the town of Sunnyvale.

Grade Crossing Protection

During the last fiscal year the Commission issued
General Order No. 75, providing standards of grade
crossing protection of a uniform nature, and also
revised its General Order regulating clearances along
railroads, one of the effects of which will be to do
away with the hazard created by the continual increase
in the sizes of freight cars and locomotives.

Grade Crossing Surveys

Surveys of grade crossings wei*e made on Southera
Pacific lines through San Jose, through the East Bay
cities, except Berkeley (which was surveyed during-
the previous year), through Burlingame, and from
Watsonville to Aptos on the Santa Cruz branch. A
survey was also made of grade crossings through El
Cerrito and Albany on The Atchison, Topeka and
Santa Fe Railway line, and all crossings authorized by^
the Commission in Santa Clara and Merced counties
were inspected to insure carrying out of the Commis-
sion's orders. An intensive study was also begun with
respect to signal ringing circuits on the lines of South-
ern Pacific Company, The Atchison, Topeka and Santa
Fe Railway Company, and the work was completed
on the Santa Fe in Albany and Oakland.

The farmer and the lawmaker can both raise the
value of their product by limiting output. — Christian
Science Monitor.

So far, every photograph radioed from Europe
looks as though it had encountered a rough crossing. — ■
Arkansas Gazette.

Safety experts in Chicago estimate that we have-
twenty-five thousand deaths a year from accidents in
the home. Despite this appalling record, foolhardy
people still persist in loitering about the perilous-
place, and even children are sometimes found there. — -
The New Yorker.

28

CALIFORNIA HIGHWAYS AND PUBLIC WORKS.

''SURFACE TREATMENT •

METHOD OF OILING ROADS

(Continued from page 13.)

thoroughly bhuled and Avorked to secure a
perfectly smooth surface of uniform texture
prior to oiling.

To secure a good job by the penetration
method it is essential that the surface be
thoroughly sound and well compacted before
oiling.

The first step, therefore, is the preparation
of the base. If it has become rough and
pitted under trafific, it is lightly scarified and
trued up Avith a road grader, then sprinkled,
dragged, and sometimes rolled, if there is too
much loose material on the road.

Wlien firm and smooth, the surface is
thoroughly sAve])t witli a power broom supple-

Oiled road on the state highway in Orang-e County.

mented by a hand broom if necessary. All
loose material and fines are removed and the
rock in the surface is exposed.

The oil is then applied under pressure at
the rate of one-quarter to three-tenths of a
gallon per square yard and, when traffic can
be detoured, allowed to penetrate without
covering, the time required for penetration
depending upon the texture of the surface and
Adscosity of the oil. Tavo or three days are
usually sufficient.

CARING FOR TRAFFIC

It is usually necessary, hoAA-ever, to carry
traffic through the Avork. In such cases the
usual procedure is to oil one-half of the road-
AA^ay at a time, handling traffic under control.
Immediately after oiling one side, the oil is
coA'ered lightly Avith clean, dustless screenings,
applied at a rate of from 50 to 150 cubic
yards per mile of full Avidtli roadAvay, the

amount dei)ending on the AA'idth, nature of
material, traffic, etc.

As soon as the road is screened, traffic is
diA'erted to the side just oiled and the opposite
side then oiled and screened.

SUBSEQUENT TREATMENT

FolloAving the first application of oil, the

surface of the I'oadway is bladed and the oil-coated
screenings are dragged into depressions in the road
surface, in order that minor inequalities in the surface
may be smoothed out. The oil collects in the minor
depressions and furnishes sufficient cementing material
to take up the screenings. AVhere large amounts of
screenings are used and the traffic is carried through
the oiling, the blade should be operated continuously
until the oil has dried up or has been absorbed by the
cover material. If necessary, imperfections in the
surface are repaired ^vith pre-mixed oil and mineral
aggregate.

The second application of tWo-tenths to one-quarter
of a gallon of oil per square yard is spread as before
and, if possible, traffic kept off so as to allow for
absorption. The road is then screened again before
thro\ving open to traffic. High viscosity oils require
more screenings than the thinner oils. Clean screen-
ings only should be used, as fine material including
dust absorbs the oil before it can penetrate the base,
Avith the resulting fonnation of a thin oil mat on the
surface, which lacks adhesion to the base and will not
stand up under traffic.

APPLYING SCREENINGS

AVhcn traffic can be detoured entirely off the work,
the screenings are not applied until after the second
application of oil, as we have found by experience
that the same results as regards smoothing up, cor-
recting defects, etc., are secured by covering and
dragging after the second application of oil as are
secured by covering and dragging after each application
and it is usually found possible to get by with mate-
rially less screenings when made in one application
tlmn in two with resultant lower cost.

ALTERNATE METHOD

An alternate method to the use of light oil for both
applications is to use light fuel oil (GO to 70 per cent)
on the first application in order to secure penetration
and a heavy asphaltic road oil (00 to 95 per cent) on
the second application. This process, however, requires
a special heating plant for the heavy oil. In some
cases emulsified heavy oil is being used, thus making
it unnecessary to install a heating iilant. The emulsi-
fied li(iuid contains .W per cent of asphalt and 50 per
cent of water, so that when the same amount of liquid
])er s(]uare yard is spread there is only one-half as
much asphalt, the reduced qu;intity of asphalt thus at
le.-ist partially offsetting the cost of emulsification. A
number of miles have been oiled in California in this
manner and the process is under close observation.
The advantage to be gained by this process, if any,
is the ability to spread light applications of heavy
asjihaltic oils without the use of expensive and
troublesome heating equipment.

No recommendations can be formulated as yet
relative to this speci.-il treatment method, thoiigh the
residts secured thus far have not been unsatisfactory.

PENETRATION

Maximum penetration of the oil into the compacted
road surface should be one of the principal objectives.
This iicnctration results in a gradual transition in

CALIFORNIA HIGHWAYS AND PUBLIC WORKS.

29

GOVERNOR YOUNG MOVES
TO SAVE RECREATIONAL

AREAS TO CALIFORNIA

(Continued from page 8.)

recreation are becoming scarcer and more valuable
year by year. For instance, our beaches along the
coast, which could have been easily acquired a few
years ago, are now in private hands and in large
measure shut off from the public. The same will
soon be true of our redwood forests and similar
natural resources, if prompt action is not taken
toward their preservation.

A cuusi(ler;il)le number of nature lovers, both in this
state and in the east, have evinced a desire to lend
financial aid toward preserving these beauty spots in
California. Already redwood parks have been pur-
chased for the state in this way, and intimation has
been given that a great deal more may be expected
along this line, provided the state will only cooperate.
Accordingly, the last state legislature provided for sub-
mission to the voters a park bond issue of $6,000,000,
the bonds to be issued only as each dollar of state
money is matched by another dollar from these outside
sources. Thus, by this $6,000,000 bond issue, Cali-
fornia will be able to invest for future generations
$12,000,000 in a wisely coordinated comprehensive
state park system.

The importance of this effort naturally demanded
from me the best I could do in the selection of a Park
Commission. It demanded that the Commission should
be strictly nonpolitical, and should be composed of
nature lovers as well as men of preeminent .-ibility and
business capacity. Finally, it demanded that they
should be so well and favorably known that in their
efforts they will inspire the entire confidence of all our
citizens.

texture of the top one or two inches of the crust from
the rather rich condition of the surface to the lean
condition found at the maximum depth of penetration
without any distinct binding plane or plane of separa-
tion which is unstable under trafiic.

MAINTENANCE

After the surface oiling operations have been com-
pleted it is essential that thorough and incessant
maintenance set in immediately. Scarred places should
be thoroughly cleaned, broomed out by hand and
swabbed with oil followed by a dash of screenings.
Each scar, no matter how small, should be treated.

If it is not pos.sible to immediately treat scarred
places they will soon develop into pot holes. In such
cases a premixture of oil and rock should be thoroughly
tamped into the pot hole after cleaning it out
thoroughly' and swabbing it lightly with oil.

On heavily traveled I'oads, it is generally found
necessary to carry traffic through the work. This is
not an unmitigated evil, however, as the trafiic passing
over the oiled surface, especially over the first or
primary coat, reveals any weak places, which can be
immediately repaired.

When traffic is allowed through the work, however,
the cars are liable to become spattered with oil and
the irate motorist is inclined to severely criticize the
Department. In order to reduce the criticism to a
minimum, printed cards are handed each motorist as
he approaches the work, warning him that the road
is being oiled and requesting that he maintain a speed
through the work of not to exceed five miles per hour.

Following is the personnel of the new Commission,
with a short sketch of each, showing the special quali-
fications which led to his appointment :

WILLIAM E. COLBY, who for many years has
been active as an officer of the Sierra Club, is one of
the outstanding park workers in California. He was
at one time associated with John Muir in the cause of
conservation of natural scenery, particularly with
reference to national parks. One of his most notable
contributions toward parks is the recent enlargement of
the Setpioia National Park, which was effected largely
through his efforts. He has a national, as well as an
international, relation to park and recreational move-
ments, having been a vice president of the American
Forestry Association, and of the American Alpine Club,
as well as being one of the presidents d'honneur. Inter-
national Congress I'Alphinism, held in Monaco in 1920,
a trustee of the National Parks Association, and a
councillor of the Save-the-Redwoods League. Mr.
Colby's home is in Berkeley. He is a law lecturer at
the University of California, and an attorney with
offices in San Francisco, specializing in mining law.

DR. RAY LYMAN WILBUR, president of Leland
Stanford Junior University, has taken an active part
in park and conservation matters in California and in
the nation. He was one of the original councillors
of the Save-the-Redwoods League when it was founded
in 1918. During the war he was Chief of the Conser-
vation Division of the LTnited States Food Administra-
tion. As a former president of the California Con-
ference of Social Agencies and of the Council of Social
and Health Agencies of San Francisco, and as presi-
dent of one of our large imiversities. President Wilbur
brings to the Park Commission a broad understanding
of the recreational as well as the aesthetic phases of
the park program in California.

HENRY W. O'MELVENY, an outstanding attor-
ney of Los Angeles, who has practiced his profession in
that city for over forty-six years. He is recognized as
one of the leading advocates of parks and recreation
centers in southern California, and is credited with
possibly a more intimate knowledge of the park prob-
lems of that part of the state than is possessed by any
other one man. He has served Los Angeles in many
capacities, being chosen as City Park Commissioner in
1910. He is a great lover of the out-of-doors and is
particularly interested in trees and botanical matters
generally.

MAJOR FREDERICK RUSSELL BURNHAM,

of Los Angeles, is an explorer of international note.
His recently published book, "Scouting on Two Conti-
nents." tells of his picturesque and eventful career as
cowboy, guide, miner and deputy sheriff in the west,
and as Chief of Scouts of the British army in South
Africa and explorer in French Nigeria and German
East Africa. He has to his credit archaeological dis-
coveries of the Maya civilization in Yucatan and the
Yaqui country in Mexico. He was a friend of Presi-
dent Roosevelt, and has of late years been associated
with John Hays Hammond in important engineering
enterprises. He is an out-of-doors man par excellence,
with an intimate knowledge of southern California,
particularly of its mountains and desert regions.

EX-SENATOR W. F. CHANDLER, of Fresno, has
to his credit a long career of service to the State of
California as a public official. He sensed as a mem-
ber of the assembly in 1900, 1904, 1906. 1910 and 1912,
and as a senator in 1914 and 1916. He is particularly
conversant with conditions in the interior valleys of the
state where he has large agricultural interests. He is
especially interested in archaeological explorations and

30

CALIFORXTA HIGHWAYS AND PUBLIC WORKS.

disfoverivs, as well as in the dcvelnpmeut of parks and
other natural resources of California.

These live distinguished citizens of California, repi-e-
senting not only all portions of the state, but also many
walks of life and diversified interests, serving as Cali-
fornia's first State Park Commission, will have in their
hands the important task of formulating a park policy
for the state. Under their direction will be carried
out the state park survey, authorized by the last legis-
lature to determine what areas in the State of Cali-
fornia are suitable and desirable as additions to our
state park system. X'pon them will devolve the task of
administering the funds which will be provided for the
acijuisition of further state park properties if the voters
act favorably upon the $6,000,000 State Park bond
issue, passed by the last legislature and appearing on
the ballot for ratification by the voters in November,
lOL'S.

THE NEW LAKE

ALIAIANOR CAUSEWAY

(Continued from pa?e 19.)

the embankiueiit Ava.s adopted, consisting of
the use of Bucyrus drag lines which swung
the material directly from the borrow pits
into the embankment, where the separation
Avas not too great. However, on the higher
parts of the embankment, where the distance between
toes of slopes was as much as 215 feet, it was neces-
sary to handle the material as much as three times in
order to deposit it in its final position. The equip-
ment used was equipped with 70-foot booms, and
could move the material about 130 feet at one lift,
and on account of the depth of the borrow pits being
limited by the height of the water table, which would
not permit of excavation more than 20 feet in depth,
it was necessary to start the borrow pits as much as
400 feet from the embankment and move the material
two or three times successively in order to deposit it
where it belonged. In spite of the double and triple
movements of a large iX)rtion of the material, the cost
was quite light, being less than .$0.19 per cubic yard
for the completed embankment. The total cost of the
completed project was something over $200,000, of
which the state paid the estimated cost of a ground
level graded road, which it would have built across the
lake bed had the water level not been raised by the
power company, amounting to .slightly less than
$15,000, while the remainder of the cost was divided
between the power company and the railroad.

TO OPEN IN SPRING

The project was completed during the summer of
1027, and in order to connect it with the constructed
highway which ended about a mile to the east of the
lake, the state, during the past summer, constructed a
connecting link, thus making usable for the public
about 2.5 miles of constructed highway above the lake
level, should the water fiom the lake rise this winter
sufficiently to Hood the existing road. For right of
way reasons the project has not yet been opened to
the public, but it is expected that these right of way
matters will be ironed out during the winter, and the
road will be opened for use of the public eai"ly next
spring, or at the time the snow blockade on the adja-
cent mountain section is broken. The travel is exceed-
ingly light through the winter on this section, in fact
it is usually blocked olf entirely by snow for about
three mojjths after the first of the year, so that there
is little occasion for opening the work before next
spring.

BUILDING HOMES FOR

THE STATE'S FISH

(Continued from page 5.)

Yosemite Hatchery

The Yosemile Hatchery, located near "Happy
Isles" in the upper end of the valley, was completed
in the spring of the pi-esent year. In its construction
stone and logs from the site and split sugar pine
shakes were used on the exterioi". Provision has been
made in the building for an aquarium, in which will
be displayed specimens of the different fishes of this
region. In the few months since the completion of
this hatchery it has been visited by thousand of people
and has proven one of the centers of interest in the
valley.

At the present time a cottage for the superin-
tendent and one for employees are under construction
adjacent to the hatchery building.

Cold Creek Hatchery

Construction on this project was started in Novem-
ber, 1927, and is now in progress. The site is in
Mendocino County, adjacent to the state highway
running from Ukiah to Upper Lake. The hatchery
takes its name from the creek which will be the source
of the water supply. This creek was selected on
account of its unusually low temperature, most of the
waters of the Coast Range Mountains being too warm
for satisfactory propagation of fish.

The project consists of the hatchery building — in
which are included quarters for employees — a cottage
for the superintendent, and a garage and service build-
ing. The layout in general is quite similar to that
of the Big Creek Hatchery in Santa (!^ruz County.

Kaweah Hatchery

Preliminary plans are being made at this time for
a hatchery group at Hammond, on the Kaweah River,
in Tulare County. The site is adjacent to the high-
way leading h-om Lemon Cove to Sequoia National
Park. The proposed hatchery will replace a tempo-
rary hatchery Avhich has been operated on this site
for several years.

Miscellaneous

Under this heading are included various repairs
and improvements which are too numei'ous and are
of too little general interest to explain in detail.
These items include alterations and additions to exist-
ing buildings, water supply and electrical develop-
ment. If of minor importance they are generally
handled directly by the Fish and Game Commission,
but when the amount of money involved is large, or
the details are such as to demand technical advice,
they are handled by the Division of Architecture.

Under the laws of this country a man is innocent
until he is proved guilty. Then he is usually insane. —
Dallas News.

Seven states, California, New York, Pennsylvania,
Ohio. Michigan. Illinois and Texas, have more than
one million automobiles.

Golf is what letter-carrying, ditch-digging, and
carpet-beating would be if those three tasks had to be
performed on the same hot afternoon in short pants
and colored socks by gouty-looking gentlemen who
required a different implement for every mood. — New
York Sun.

CALIFOh'.MA HIGHWAYS AX1> JTIILIC WORKS.

31

State Highway Work in Various Counties

PBOGBESS BEPORTS

FBOM THE FIELD

ALAMEDA COUNTY— The contract of N. M.
Ball, Livermore to Dublin, is complete except cleanup.
Resident Engineer M. C. Fosgate, is now in charge of
the new contract between Warm Springs and Milpitas,
at the same time taking care of the closing out of this
job.

Dublin to Hay ward, Contractor Ariss-Knapp, is
well under way. The first two miles of waterbound
macadam base complete ; Castro Hill excavation com-
plete ; waterbound macadam base in progress. The
heavy cut at Booner Hill is clay and progressing
slowly on account of occasional rains and insufficient
equipment and organization of the contractor. In wet
weather all trafiic is detoured via Niles Canyon.

Warm Springs to South Boundary, Allied Con-
tractors, Inc. Contract is well under way ; grading all
complete for concrete strip including 1 foot below sub-
grade. Backfill for subgrade in progress. Shoulders
on right complete. Portland cement concrete batch
boxes and bunkers complete. Asphalt concrete plant
well under way. This section is included with a con-
tract from the north boundary of Santa Clara County
to Milpitas to form the entire contract. Under main-
tenance rock borders were completed on Altamont Pass
I'oad, north boundary to Livermore.

ALPINE COUNTY — All work in Alpine County
has been susjiended for the winter as the mountain
passes are blocked with snow and most of the highway
in that county is snowbound.

AMADOR COUNTY— A district contract will be
advertised soon for grading a piece of highway between
Jackson and Pine Grove. This is on what is known
as the "Creek road." The contemplated work will
eliminate the worst ijortion of this road between Jack-
son and Pine Grove.

On account of the heavy snowfall in the Sierra
Nevada ^Mountains, the Alpine highway is only open
as far as Bartons. Bartons is approximately ten miles
above Pine Grove. The highway from Bartons to Ham
Station is being reconstructed with a heavy grading
outfit consisting of 30 and 60 horsepower caterpillars
and 12 foot graders. This work makes the road impass-
able to trafiic.

The section of the Mother Lode highway between
Plymouth and the Cosumnes River is being rocked
wherever any soft places develop, so the road is in fair
shape for winter travel.

BUTTE COUNTY— Preliminary studies and inves-
tigations are being made for the proposed routing of a
state highway between Oroville and Quincy. The high-
way now in use from Oroville to Quincy follows the
old county road through Berry Creek and Bucks
Ranch, a distance of 66 miles.

CALAVERAS COUNTY— The Big Trees highway
is open as far as Big Trees only. Above that point,
the road is blocked with snow.

Widening and daylighting operations will soon start
on the Mokelumne River grade between the Mokelumne
River and Mokelumne Hill. This work will be financed
by the Minor Improvement and Betterment Fund.

COLUSA COUNTY— The work of placing rock
borders along the pavement from Williams to Delevan,
12 miles, is about 50 per cent complete. Hemstreet and
Bell are the contractors.

CONTRA COSTA COUNTY— Approaches to newly
constructed Wildcat Creek Bridge, advertised for con-
struction and rock surfacing, were opened at the Dis-
trict ofiice December 6, 1927.

One mile .south of Rodeo the encroaching waters of
the overflow of Rodeo Creek have endangered the high-
way. A channel change for nearly a mile is contem-
plated before the severe winter weather sets in.

DEL NORTE COUNTY— The contract for grad-
ing and surfacing 3.5 miles, from the southerly Del
Norte County line to the head of Richardson Creek,
has just been advertised and J. E. Johnston of Stock-
ton was the low bidder. His bid was .$168,000, or
approximately .$18,000 under the engineer's estimate.

Plans are being rushed in order to let to contract
3.8 miles of grading and surfacing of the last piece of
old county road between Orick and Crescent City.
L'pon the completion of this contract the bottleneck
of the Redwood highway will be broken.

EL DORADO COUNTY— Reconstruction work
between Pacific House and Riverton, a joint state and
United States Forest Service project, is nearing com-
pletion. This work was marked by a tragic accident
on November 29th, when F. F. Irey of Irey and Holden,
contractors, operating a tractor, backed off the grade
and sustained injuries in the fall which resulted in
almost instant death. In this vicinity there are very
precipitous slopes to the American River, there being
in places an almost sheer drop of several hundred feet.
Many will mourn the los.s of Mr. Irey for he was a man
of splendid character and tremendous energy, and the
driving force of this project.

FRESNO COUNTY — A reconnaissance survey in
the Kings River Canyon, in Fresno County, has been
authorized by the ceneral ofiice, and a party will be
in the field within the next two or three weeks.

GLENN COUNTY— C. K. Buchanan's contract for
one mile of bituminous macadam pavement with rock
borders, between Four Corners and Butte City, is
practically complete.

LIUMBOLDT COUNTY— The Kaiser contract for
grading and surfacing between Fernbridge and Loleta
is practically completed and it is expected to make
acceptance in a few days.

This piece of work involved the realignment of the
Northwestern Pacific Railroad in order to straighten
the alignment of the highway, and the many difficulties
in arranging a working agreement between the prop-
erty owners, the county, the railroad, and the state
have at last been overcome and the new highway is
a reality.

The Hauser contract and the Engelhart contract
for grading and surfacing between Orick and the
northerly Humboldt County line ai-e practically at a
standstill, due to the heavy Avinter rains having
started.

IMPERIAL COUNTY— About 2.1 miles of the San
Diego-El Centro highway, near the foot of Mountain
Springs grade, was destroyed by floods following the
heavy rains in December, 1926. As soon as the flood

32 •

CALIFOh'XIA HIGHWAYS AXD PUBLIC WORKS.

subsidod. a temporary mad was (died through the sand
ill the bottom of the wash. This temporary oiled road
has boeu made to serve throughout the summer of the
present year, but being iu the wash bottom, it is in
danger of being destroyed by other floods.

A new roadbed is being constructed to replace the
road that was destroyed. The line is being changed to
eliminate the flood hazard and to cross the San Diego
and Arizona Railroad Coini)any's tracks at a better
place for an undergrade crossing.

INYO COUNTY — A contract was recently awarded
to F. C. Payton for the grading of a road, standard
specifications, from Coso Junction to Olancha. dis-
tance 21 miles. This improvement on a direct reloca-
tion, eliminating a multitude of abrupt turns, will be
welcomed by next season's tourist travel.

A stretch of 10 miles of crusiied rock and decom-
posed granite surface was completed this season —
Alabama (iate to Independent.

From tile nortli end of the oiled macadam road
north of Bishop to the Inyo-iNIono County line, dis-
tance 5.85 miles, surfacing with decomposed granite
is nearing completion preparatory to oiling next
season.

I'lans recently submitted for grading and surfacing
with crushed rock, Diaz Lake to Alabama Gate, dis-
tance 8.50 miles.

KERN COUNTY— Widening and drainage work is
being started on the Kern River Canyon highway to
Walker's Pass.

Three miles of rock borders on Route 4 south of
Bakersfield have just been completed by day labor
forces. A spreader box was used, and two men on the
grade handled all of the spreading and spotting up of
190 tons per day.

Preliminaries under way toward improvement of the
Freenian-Bakersfield road, including widening and
straightening of the present road, Weldon to Walker
I'ass, and relocation, Walker Pass to Freeman.

KINGS COUNTY— A special crew with a heavy
grader and outfit is widening roadway and improving
drainage iu Kings County from Hanford west.

LAKE COUNTY— A survey party is rushing the
location between Upper Lake and the east county line.
The convict camp is located about two miles east of
Sweet Hollow summit and work is progressing satis-
factorily. Stormy weather makes it necessary to
approach this camp by way of Lower Lake.

No construction contracts are in progress.

Under maintenance the following work is under
way or contemplated :

Two timber bridges are under construction on the
Calistoga-Lakeport road and are about half completed.

(Jn the Hopland-Lakeport road, ditching work
under maintenance specific is well .started and under
major slides work is one-fourth completed.

LASSEN COUNTY— The work of resurfacing
with fine crushed rock over the Fredonia Summit,
between AVestwood and Su.sanville, was completed
this month, sufficient surfacing having been applied
to carry this road through the winter in good condi-
tion for traffic.

Widening, some surfacing and other improvement
work has been started on the section of road built by
the state and Lassen County in cooperation a couple
of years ago, between Long Valley Creek and the
state line, on the Reno-Susanville road. This work
will be continued as long as weather permits, and
considerable improvement will be effected by the time

the summer traffic sets in next year. The gravel
which has been placed will render this road more
usable during the coming winter.

In anticipation of work in the near future, Lassen
County is now engaged in securing the rights of way
for the state highway across Big Valley, between
Bieber and Adin. When this section of road is com-
pleted the distance between these two towns will be
shortened by over four miles, as the new location will
follow an almost direct course across the valley
between these towns.

LOS ANGELES COUNTY— Three of the four pro-
posed retaining walls now being constructed on the
Arroyo Seco road north of I'asadeua are completed
and the fourth one is in progress. The walls are being
constructed as a flood protection measure.

The construction of four concrete retaining walls
along the state highway in the Arroyo Seco north
of Pasadena has been completed and the earth
embankment back of the walls is now in place.
Flood waters in the canyon following the storm
of February last washed away the highway in two
places and threatened it to such an extent in other
places that it was necessary to protect the highway
embankment with concrete walls.

Good progress continues to be made on the improve-
ment of the Ridge Route on the Los Angeles to
Bakersfield highway. A special day labor crew, super-
intended by M. L. Sullivan, equipped with a gas shovel
and fleet of trucks, is at work improving the align-
ment and widening sharp curves. Work which was
commenced at the foot of the Ridge Route near the
Castaic school house has advanced northerly to a
point beyond the state's maintenance station at Liebre.

MADERA COUNTY— Test pits for bridges are
being sunk at Ash and Berenda sloughs in Madera
County. These bridges, when built, will eliminate
the necessity for detours when sloughs are flooded,
which often occurs during the rainy season.

MARIN COUNTY— Surfacing of the Redwood
highway between Ross and Larkspur (through Kent-
field) has been advertised, with bids opened at the
District IV oflice, December 6, 15)27.

Reconstruction of the Redwood highway between
Ignacio and San Rafael is contemplated in the near
future, plans and estimates being nearly ready for
advertising. Realignment and regrading, second story
concrete and asphalt surface will bring this section
to modern requirements.

Specific maintenance .iob, on the Redwood highway,
San Antonio Creek to San Rafael, consisting of drain-
ing the roadway by placing drain tile, has been
completed.

MARIPOSA COUNTY— Briceburg grade, on the
Yosemito highway, has been widened and surfaced
with oil mixed macadam and Contractor Burnett is
now erecting about two miles of standard guard rail.
This will adequately protect motorists who are
unfamiliar with the Briceburg Grade.

MENDOCINO COUNTY— A portion of this county
has recently been added to District IV, and while UO'
contract work is contemplated in the near future, con-
siderable maintenance work is under way.

On the Redwood highway, between Ukiah and the
south boundary line, stockpiling of rock dressing taken
from the adjacent river, has been started.

Between Ciilpella and Ukiah, the repair of the six
span reinforced concrete girder type bridge over Acker-
man Creek is one-half complete. The first pier north
of the south abutment of this bridge was undermined
by flood water, part of tlie pier bi'eaking off. A pro-

CALIFORMA lUdllWAYS AND PUBLIC WORKS.

33

tection foiu-o of posts, Elwood tVncing and brush is
being built aud a new pier constructed.

Ditching of the Hophuid-Tjakeport road has been
started.

MEliC'EI) COUNTY— Tlio road for the west
bounchiry of Merced County to the beginning of the
concrete pavement, is under maintenance by District
IV. The roadway is graded and rocl^ed and has
recently been oil treated.

A contract for nine miles of rock borders on the
Pacheco Pass road from Los Bauos east has been
awarded to Larsen Bros, of Livermore.

MODOC COUNTY— The construction of the
Rattlesnake Creek bridge, a mile and a half east of
Alturas. was completed by Contractor Maurer early in
December and the construction of the gravel fill
approaches across the meadows for a distance of about
1500 feet was also completed at that time by state
forces, so that this long standing obstruction to traffic
was eliminated for those who use the road through the
coming winter.

The state forces, under Superintendent Clarke, have
just completed the elimination of two heavy pitches in
the grade of the old road west of Cedarville, on the
Alturas-Cedarville highway. The elimination of these
two heavy pitches by the relocation and grading of the
road will enable the residents of .Surprise Valley to
haul maximum loads from Surprise Valley to the rail-
road, as the grades do not now exceed 7 per cent on
the entire road.

MONO COUNTY — The widening of concrete girder
bridge spans and timber spans from 16 feet to 24 feet
has been under way between the Sherwin Hill and
Deadman Creek for some time and it is proposed to
extend this work into the Owens Valley.

The widening of dangerous points on the Tioga
road has been in progress during the past season, work
deferred until next season owing to stress of weather
conditions. On the Sonora road the same class of
work has been under way together with the erection
of log bridges at Silver Creek. Silver Falls, Wolf
Creek and Soda Creek. The fording of these streams
has always been a menace to travel and the Sonora
road throughout notorious for its limited width, steep
grades and dangerous turns. Although there is still
much to be done, the improvements made during the
past season are very much in evidence and the trip
over the Sonora Pass may now be made with com-
parative comfort and safety.

MONTEREY COUNTY — The construction of a
bituminous surface on 20 miles of rock border between
Greenfield and San Lucas has recently been completed
by state forces. It is intended to carry this work
southward as far as San Ardo next spring. This work
was handled by R. S. Peck, foreman.

Work was recently started and is now well advanced
on the contract for the reconstruction of 1.9 miles of
highway north of Salinas extending from the northerly
city limits, passing the Rodeo grounds to the Santa
Rita road jimction. This contract, which was awarded
to Charles W. Winimer, of Santa Barbara, includes
the tearing up of the macadam pavement, salvaging
enough rock for the construction of rock borders aud
the construction of a new 20 foot concrete pavement.

Preparations are being made for the construction
by convict labor of a portion of the San Simeon-Carmel
highway. A survey party is now engaged working
north from Salmon Creek along the ^Monterey coast in
the south end of the county and preparations are now
being made for the establishment of a convict camp for
the beginning of construction next spring.

NEVADA COUNTY— Maintenance station facili-
ties at Nevada City, consisting of truck and storage
building, oil house, aud sewage disposal are now
complete.

ORANtiE COUNTY— On the reconstruction job on
the state highway in Orange County, between Galivan
and Irvine, 5.7 miles long, all grading and culvert woi'k
has been completed, (iood progress is being made on
the pavement construction, there being about 2^ miles
of half-width pavement now in place.

A strip of new concrete pavement 10 feet
wide, half of the proposed width, has been com-
pleted and opened to traffic along the entire length,
5.7 miles, of the reconstruction of the state
highway between Galivan and Irvine. Rough grading
has been completed and all culverts are in place, while
work proceeds rapidly on the second 10-foot strip of
concrete pavement.

On the construction of the connection between the
coast highway through Huntington Beach and Laguna,
with the Los Angeles to San Diego highway, at Serra,
all culverts are in place and grading is in progress.
The two underpass crossings of the Santa Fe tracks
are completed except for paving, and the railroad
company is running trains over the new roadbed, their
tracks having been elevated to pennit of the underpass
crossings of the highway.

In cooperation with the Olive and West Orange
Protection District the state is constructing 2200
lineal feet of pipe and woven wire and brush bank
protection work to prevent flood waters of the Santa
Ana River from cutting away the approaches to the
highway bridge on the state highway between Ana-
heim and Santa Ana.

PLACER COUNTY— Due to unfavorable weather
Hy. Nelson, contractor, has discontinued placing
standard gravel road surfacing between Baxters aud
Shelter House No. 1, east of Gold Run, and will stock-
pile the material for use next spring in the "oil mix."

The work of reflooring and strengthening the two
trestles over the Southern Pacific Railroad at Bowman
is under way, by F. R. Remter. About a month will
be required to complete the job.

PLUMAS COUNTY— Early in November, Con-
tractor Clendenning completed the construction of a
1-mile connection between the recently completed Lake
Almanor causeway at Chester and the end of the con-
.strueted highway on the east of the lake. This section
was surfaced with gravel by state forces, which work
completes the construction of the entire state highway
between Westwood and Chester, and will be of great
service to next summer season's heavy trafiic.

On account of additional improvements made to the
county road between JMorgan Springs and Chester this
year, traffic over this section through the late fall and
during the early spring, before and after the snow
blockade, will find the road easier to negotiate under
winter conditions than it ever was before.

Additional facilities, a cook house and sewage dis-
posal, are being installed at Spanish Ranch mainte-
nance station.

RIVERSIDE COUNTY— Last year a realty firm
subdivided property adjacent to the highway opposite
the town of Coachella. Before subdivision, upon con-
sultation with the district engineer, they agreed to
donate 32 feet of additional right of way, making the
state highway 92 feet wide in front of the subdivision
at this point. The foresighted action of these sub-
dividers is now bearing fruit in the development of
fine business property along their subdivision.

The maintenance forces between JNIecca and Blythe
are rejoicing in recent rains. Following the rains

34

CALIFOHMA fflGinVAYS AXD PUBLIC WORKS.

tbey have dragged this eighty iiiilos of oartli road aud
it is. at present, in better shape than for many months.
Standard guard rail to the extent of 1S!)1 feet has
been completed around the sharp curve east of White-
water bridge as a safeguard to traffic.

SACRAMENTO COUNTY— The concrete paving
work at the approaches to the Ken Ali subway under
contract to C. W. Wood is progressing. It is expected
the subway will be open by Christmas.

The reconstruction work between Sylvan School and
Roseville is well under way. Grades and line are
being improved and roadway widened. A 20 foot
asphaltic concrete pavement, (i inches thick, is being
placed as a reconstruction .iob. Where the present
grade is followed the pavement will be widened and
thickened with asi)halt concrete to conform to the
new work. Two feet by 4-inch rock borders will also
be constructed. J. C. Comi)ton is the contractor.

L. D. ^Moore, Sacramento, was awarded on Novem-
ber oO the contract for placing 400 tons of standard
crushed rock surfacing from the intersection of Del
Paso boulevard and El Camino avenue. North Sacra-
mento, to a point alxiut two miles easterly. The por-
tion now being paved at the Ben Ali subway excepted.

The Arno j'ob, a line improvement between Sacra-
mento and (ialt. is just getting under way. Bids were
opened November 7. and Mankel & Staring were low
bidder. Eleven bids were received. On November 19,
Contract 910EC2 was awarded to Mankel & Staring.
The construction consists of grading and surfacing with
standard road surfacing, crushed gravel or stone. The
contract bid was $.'}S,:>31.30, while the engineer's esti-
mate was $44,202.90. A. K. Nulty, previously with
this district, but more recently with District VI, has
been assigned as acting resident engineer on this
oontract.

The long trestle north of Arno is being repaired by
maintenance crews to place it in good shape prior to
high water.

SAN BENITO COUNTY— A new concrete bridge
built by the state with the cooperation of San Benito
<'ount.\- has recently been completed across Pacheco
Creek on the Pacheco Pass cut-oil about seven miles
north of Hollister. This was constructed by George J.
Ulrlch. contractor, under the supervision of the Bridge
Department.

A section of the Hollister-Gilroy road is under the
.iurisdiction of District IV. The bridge across Pacheco
('reek is completed and it is proposed to finish grading
the approa(,-hes on the new alignment, regrade a section
•of same and construct rock surfacing. It is hoped to
complete this work before the heavy winter rains.

SAN BEIINAIIDINO COUNTY— The Foothill
boulevard is the main artery for travel between the
•city of San Bernardino and Los Angeles. Traffic over
this route is continually increasing and San Bernar-
dino Cr)unty has found it necessary to improve and
maintain i)arallel roads on both sides of this highway
within a distance of two miles.

The present pavement on this road was constructed
between the years 1913 and 1915. Prior to this time
this road consisted only of two well-worn wheel tracks
in the sand with a few stretches of old broken oil cake.

The Foothill boulevard will soon advance to the
third stage in its development. The 18-foot pavement
laid in 1914 has served well for a period of 13 years,
but it is breaking down under the hammering of the
endless line of traffic. A project is now under wa.v to
repair this pavement and widen it to 30 feet, the first
unit of the work being vmder construction by Con-
tractor Steele Finley of Santa Ana.

The engineers are not unmindful of the necessity of
-a possible fourth, fifth or innumerable other stages of

this development in the future, hence the activity of
our Right of Way Department which is securing deeds
for a 100-foot right of way throughout. The property
owners are to enjoy possession of the additional width
thus acquired until such time as it is needed for high-
way purposes.

Ocean to Ocean- Highway, Redlands to San
Bernakuino-Rivekside — About five miles of the Ocean
to Ocean highway, extending from the city limits of
Redlands to the San Bernardino-Riverside County line
is now being reconstructed. The first mile of the exist-
ing road is an old and broken cement concrete pave-
ment 10 feet wide and extends to the Yucaipa junction.
This will be repaired by placing a new 20-foot cement
concrete pavement on top of the old pavement. The
remainder of the road is now an old and worn oiled
macadam. This will be torn up and replaced by a 6-inch
cement concrete pavement 20 feet wide. The material in
the old macadam will be salvaged and placed along
the edges of the new pavement, thereby increasing the
width which can be used for travel.

Crest Route — The improvement of the Crest route
from Running Springs Park has been under way since
July, 1926. The new road is being constructed along
a survey made by the United States Bureau of Public
Roads and will form an extension of the proposed new
high gear road from San Bernardino toward Big Bear
Lake. A small crew operating a gas shovel has been
employed and to date about four miles of grading has
been completed.

SAN DIEGO COUNTY— All work has been com-
pleted on the La Mesa to El Cajon reconstruction job
in San Diego County. The new 20-foot concrete pave-
ment with broad shoulders replaces a stretch of 15-foot
pavement with numerous sharp curves.

Placing of the concrete pavement on the line change
which will carry the highway over the new overhead
cros.siug of the Santa Fe tracks at Del Mar in San
Diego County, has been completed. Work is now in
progress placing bituminous macadam where the new
tills were too deep to pave with concrete.

On the San Diego to El Centro highway between
Sweetwater Bridge and Live Oak Springs, the main-
tenance crews are surfacing with disintegrated granite,
stretches of highway aggregating over four miles.

A special maintenance crew working under a spe-
cific allotment recentl.v completed the construction of
30(M) lineal feet of pipe and woven wire and bnisli
bank protection Avork along Pine Valley Creek and
La Posta Creek where the San Diego to El Centro
highway was damaged during the storm of Februai-y.

SAN FRANCISCO— The only w^ork done in thjs
county was the slide control work on the Skyline
boulevard.

SAN JOAQUIN COUNTY— Grading work on the
new northerly entrance to Stockton, under a contract
awarded to Irey «& Holden. is progressing as rapidly
as weather conditions will permit. The grading is
nearly comideted and some gravel has been placed
north of Cherokee Station. The contract calls for
constructing a graded roadway and placing standard
road surfacing, crushed gravel or stone. Jess Cole is
resident engineer on this contract.

SAN LUIS OBISPO COUNTY— The reconstruc-
tion of the highway from San Luis Obispo to Pismo
was recently awarded to J. ¥. Knapp, contractor.
(Jrading and c\dvert work is moving ahead rapidly.
The contractor's organization includes two shovel out-
fits, two culvert ci'ews, a clearing and a fencing crew.
The fii'st portion of the road to be graded is the short

(■ \i.ii()i,'\/A ii!(,ii\VAYs Axn rriii.ic \\<>i,'i\s.

35

liill kuowu as Outario gnulc, iii'.-w whcrt- the liighway
tirst reaches the ocean.

lOxtensivo work is under way for realignment of
bad curves throughout Sau Luis Obispo County. Four
of the sharpest curves between I'aso Ilobles and Tem-
pleton were recently replaced by long radius curves
making easy alignment over this portion of the road,
rians have been prepared for the elimination of most
of the sharper curves between San I.uis Obispo and
Santa Margarita and construction work is now start-
ing on the realignment of two of tht^se curves about
three miles north of San Luis Obispo.

SAN MATEO COUNTY— The contract for grading
roadway and constructing structure on the Bottleneck
on the Peninsula highway. Colma to Cypress Lawn
cemetery. Kaiser Paving Co.. has been completed and
final estimate and report submitted.

As a preliminary contract to the paving of this
section, an extremely expensive and difficult piece of
work, it has been brought to a successful conclusion to
the satisfaction of the contractor and state.

The paving of this section by the Hanrahan Co. is
nearing completion ; 90 per cent of concrete has been
poured and the asphalt concrete work is well started
at street railway crossings.

The feat of opening most of this roadway to the
heavy traffic of the annual California-Stanford foot-
ball game, November 19, was a noteworthy one. The
last of the necessary concrete, a 7-sack mix and calcium
chloride, was poured in time to open to traffic at 8.30
a.m.. November 19, 1927. both north and southbound
traffic being split on their proper lanes.

The Bayshore highway is receiving considerable
attention lately.

The section of original county road, San Francisco
to South San Francisco, is being resurfaced and
patched with asphalt concrete. Federal Construction
Co., contractors. This is only temporary work, pending
the complete construction of a new highway, plans
and estimate for which are nearly complete and a con-
tract for which should be let shortly.

The surfacing of the section from South San Fran-
cisco to Broadway Station is pending an award of
contract and should progress rapidly.

The advertising of the grading and rocking of the
section between Broadway Station and Fifth avenue,
San Mateo, will soon be made and with the completion
of this section a wide highway would be opened to
relieve the congestion of the Peninsula highway.

The investigation for the purpose, of determining the
correct method of controlling a critical slide condition
on the Skyline boulevard near the San Fi'ancisco-San
Mateo County line, through the Olympic Club Golf
Club grounds, has been three-fourths completed.

Considerable money has been spent endeavoring to
control this situation as an extremely expensive relo-
cation and construction of the highway will be neces-
sary if this slide continues.

Lender a Day Labor Maintenance Work Order the
shoulders were widened on the Peninsula highway
between San Mateo and Redwood City.

On the Peninsula highway, between Beresford and
Re'dwood City, the concrete structures over Laurel and
Cordilleras creeks were widened.

SANTA BARBARA COUNTY— An old concrete
and masonry bridge over Badger Creek about one mile
north of the city of Santa Barbara which has proved
inadequate for modern loads has recently been strength-
ened by state forces working under J. S. Butler, fore-
man. This work included the placing of steel I beams
intermediate between the existing girders, the new
steel I beams being encased in gunite.

On the San .Jose Creek bridge, about five miles north
of Santa Barbara, repair of damage cau.sed by the
heavy floods of last winter has recently been completed
by state forces under the direction of J. S. Butler,
foreman.

The construction of a bituminous surface over the
rock borders between Santa Barbara and Goleta has
recently been completed by state forces under the
direction of J. S. Butler, foreman.

The construction of a concrete highway 30 feet wide
on a newly widened right of way SO feet wide has
recently been completed between Carpinteria and Sum-
merland. south of Santa Barbara. This work was per-
formed by Sam Hunter, contractor, with E. B. Brown
and later C. M. Butts, as resident engineers.

Work has just been completed on grading and
surfacing the approaches to the new concrete bridge
in Gaviota Canyon. This construction follows a new
alignment which eliminates two very dangerous curves.
The work was performed under a district contract with
Ira Hodson and E. P. Carter, contractors, and T. W.
Voss, resident engineer.

Contract has recently been awarded to J. F. Collins,
contractor, for the construction of 24 miles of rode
borders in the northern part of Santa Barbara County
between Orcutt and Zaca.

SANTA CLARA COUNTY— The Oakland-San Jose
road, between the north boundary and Milpitas, is
under construction. Allied Contractors, Inc., con-
tractors. This section is included with the section in
Alameda County. Grading for Portland cement con-
crete strip and shoulders on right is complete. Pouring
of concrete strip should start soon. When the asphalt
plant is complete and weather conditions allow, the
asphalt pavement can be constnicted, but at this time
of the year that is problematical.

Plans for a grade separation on the Pacific high-
way near Sargent are under preparation, to be adver-
tised in the near future.

The timber bulkhead to be constructed on the Penin-
sula highway near Redwood City has not been started,
but material has been ordered.

Repair of storm damage in channel change on the
Pacheco Pass road, about 9 miles east of Gilroy, at
Cedar Creek, has been completed. This work con-
sisted of widening and deepening channel and of
strengthening the wire guard fence.

SHASTA COUNTY— Graveling on the Redding-
Alturas road between ^Montgomery Creek and Round
Mountain, which was completed this month, will greatly
improve this section for the coming winter. Numerous
sharp curves are being flattened and widened on the
section east of Montgomery Creek, over Hatchet Creek
Mountain which, when completed during the next
month or two, will effect a considerable improvement
on this section.

Work is just starting on the widening of some of
the very narrow road which was constructed by con-
\'icts at Manzanita Hill, about 30 miles east of Red-
ding. Although this work will not bring this portion
of the highway up to modern standards, it will be a
great help to traffic, as this section is one of the most
narrow and dangerous pieces on this road.

Work is iirogressing nicely on the section of the
reconstruction of the Pacific highway between LaMoine
and Shotgun Creek. The grading work is more than
80 per cent complete, and rock surfacing will follow
rapidly, so that this portion of the road will be in
suitable condition for handling traffic this winter,
although it is not expected that the entire contract will
be completed before March.

The bridges across Dog Creek and Slate Creek on
the 5-mile section .'^outh of LaMoine were completed
and opened to traffic early this month. The opening

CALIFORXIA HIGHWAYS AND PUBLIC WORK^S.

of these two bridges .shortens the distiiiife between
Uedding and Dnnsnuiir by a full mile, due to the relo-
cation of the liighw.-iy eonneeted with the bridges.

The eonvict eanip which has been engaged on work
in 1><'1 Norte County for the past two years, has now
been moved to the Buckhorn Summit, about 20 miles
west of llculding, and has settled down to work on that
section. One hundred twenty men are engaged on this
work, which is of a very h(>avy nature, and are making
excellent progress.

SISKIYOU COUNTY— Widening of the graded
section and the extension of culverts in connection
therewith, along the pavement between Dunsmuir and
Weed, was completed in Novembei', by the state main-
tenance forces, and numerous narrow places were
eliminated, making this road generally roomier and
more comfortable for traffic.

The graded connections to the temporary bridge
across Beaver Creek, on the Klamath River road, were
widened and improved this month, and work of the
same nature is going on on two or three other short
stretches of this road, which will efl'ect a noticeable
improvement to those who use it.

SOLANO COUNTY — Plans and estimates have
been submitted to our central office for grading and
surfacing the road from the Napa County line to a .
point north of Cordelia. This road lies between Napa
Junction and Fairfield. The proposed work consists
of widening the roadway and improving grades through
Jameson (Canyon ; also the construction of a road over
new right of way north of Cordelia. The surfacing
under this improvenunit will consist of widening and
thickening the existing pavement with bitumen
macadam and surfacing the new road with standard
road surfacing, crushed gravel or stone.

^Maintenance crews will soon start rei)lacing all
dead and defective trees along the state highway in
Solano County.

SONOMA COUNTY— The construction and sur-
facing of approaches to the newly constructed bridge
over Sonoma Creek on the Black Point cut-off near
Schellville, has been advertised. This project is of
great value and interest as the new alignment cuts out
two very sharp curves on the road to Napa, and allows
the use of a new, wide bridge instead of the old nar-
row county-built structure which is near failure.

The ditching on the Redwood highway between the
northerly boundary and Cloverdale is well started
luider !)4K1.

On the Redwood highway, between Cloverdale and
Healdsburg, near I>ytton, the guard rail is about half
completed.

STANISLAUS COUNTY— Bids will be called for
soon for the construction of a highway north of Ceres
over new right of way. This line change will replace
two sharp reverse cui-ves with long easy curves. The
proposed construction will consist of grading and plac-
ing asi)haltic concrete pavement 20 feet wide on a
crushed gravel or stone subbase.

The Sonora Pass road is open as far as Long Barn.
Heavy snow and rain have closed the road Jibove that
))oint. Maintenance crews are doing some excellent
work on the road between Long Barn and Strawberry
to place it in shai)e for summer travel.

TEHAMA COUNTY— Bids were received early this
month covering the application of additional rock sur-
facing on the county road which is under state main-
tenance, from Red Bluff to a point 2 miles east of
Dale's Ranch, on the Red Bluff-Susanville road. It is
idanned to complete this work during the winter, allow-
ing sufficient wet weather to compact the rock
thoroughly, and to oil this section next summer, thereby

eliminating one of the roughest portions of this road
for next season's traffic.

Work of widening the roadway, building up the
shoulders, and improving the drainage has been
going on l>etween Corning and Red BlulT, and between
Red Bluir and Cottonwood for the past two months,
and the work contemplated at this time will be com-
pleted during the winter. This work will bring addi-
tional sections of these roads up to the modern 80-foot
standard of width.

Numerous sharp turns on the highway between
Mineral and Paynes Creek were flattened and widened
during the past two months, which will effect a notice-
able improvement for the heavy summer traffic which
uses this road each season.

TRINITY COUNTY— Construction of a bridge
across the Trinity River at Cedar Flat has reached
such a point th.nt there is now no danger of high water
interfering seriously with the completion of the work.
Even though the water does reach flood stage now, the
work of completing the superstructure may proceed
without interruption, and it is expected that this
bridge, including the approaches, Avill be completed
and open for traffic some time in February.

The work of widening and eliminating sharp turns
on the road between Forest Glen and I\Iad River, a
portion of the Red Bluff-P]ureka i-oad. was completed
last month. After passing through the winter, the
numerous grade changes made will have settled, and
will be trimmed up in the spring, so that those using
this portion of the road next siunmer Avill notice a
decided improvement in it.

TULARE COUNTY— The outfit painting center
line is now working on Route 4 in Tulare County.
Progress is slow on account of wet weather and fog.

TUOLUMNE COUNTY— Widening and improving
the alignment on the Big Oak Flat road near Berkeley
Cami) by maintenance forces is being financed by the
JNIinor Improvement and P>etterment Fund.

Maintenance crews are being kept busy removing
slides on Priests grade which have been caused by
recent heavy rains.

For tlie first time in the history of the Big Oak
Flat road, traffic will have no difficulty in going as far
as South Fork during the winter, as during the summer
months that highway was rocked from Groveland to
South Fork, placing it in good shape. We would not
advise motorists to attempt to use the Big Oak Flat
road above South Fork, as the heavy rains and snow
have made this pai't of the road impassable.

A^ENTURA COUNTY— The construction of G50
feet of concrete retaining wall across a sand pocket
in the slope between the state highway and the South-
ern I'acific Railroad near Sea Cliff, west of A^entura,
has recently been completed by Hall Brothers, con-
tractors.

Six hundred lineal feet of hank protection is being
constructed along the west side of the Santa Clara
River, on the coast highway between El Rio and
INIontalvo. The work, which is being done by a special
maintenance crew, consists of the construction of
thirty reinforced concrete skeleton tetrahedrons, tied
together with 1-inch cables. This type of bank pro-
tection has been used with excellent results along the
Santa Clara River since 1912.

YOLO COUNTY— Drainage conditions at the M
street subway in West Sacramento have been greatly
iuiproved by the placing of an automatic pump and
several hundred feet of tile drain.

The firm of Davies & James of Stockton are paint-
ing the guard rail on the Yolo causeway and
approaches.

CM.IFOKMA nianWAYS AND PUBLIC WORKS.

FROM OTEEli STATES

.VlilZONA — Tho Arizona liislnvay cmiimissiou lias
ai)i)rovtMl tho budget for the liigliway dcpartiiieut for
the fiscal year eudiug June ;!(), IWlfi, calling for a
i);5.L'()(>,()00 i)rogram.

Statt> Engineer W. C. Lefebvro and W. W. T.ane,
eliief engineer, will commence at once to prepare plans
and specifications for the project to be taken up at
once under the budget, and to advertise for bids for
those projects scheduled to be started first.

The first work to be done will be the completion of
the two miles of the Apache Trail necessary to
reopen it.

COLORADO — Pavement assaying three thousand
dollars in gold to the mile was laid near Colorado
Springs. Aline tailing from the Cripple Creek district,
containing $1.50 in gold to the ton, was foimd to be
the most economical aggregate.

KENTUCKY— The eighth biennial report of the
Highway Commission of Kentucky states that :

■'The total receipts from all sources, federal, state
and county, for the two fiscal years, 1925-26 and
1020-27, covered by this report were $26,773,989.68.
The total disbursements for the same biennium $21,-
288,983.09. Of the latter amount $7,666,766.48 was
for construction and reconstruction work done under
contracts made prior to the period, but completed in
whole or in part during this period. The sum of
$6,113,120.70 was for construction and reconstruction
contracted for within the period and finished in whole
or in part during such period — a total for construction
$13,779,887.18. The total for maintenance, additions
and betterments to roads and bridges, not including all
reconstruction done under the head of maintenance,
nor the expenditures of the Division of Equipment, was
$4,253,006.

"Construction has been so distributed that the
principal gaps on all through routes have been closed,
leaving only a scattered few yet to be let to contract for
constructive improvement of a high standard. Much
of the work of the past year and that of 1925-26 has
been the surfacing of projects graded and drained in
years previous."

MICHIGAN is preparing to include a larger mileage
than ever before in its snow-removal program. Last
winter 5705 miles was served at a total cost of $302,-
474 or $53.02 a mile.

MINNESOTA — Maintenance of paved roads in Min-
nesota averages between $150 and $300 per mile,
about $50 of which is spent on the concrete slab itself.

NEW YORK— The New York Assembly at its last
session defeated a measure providing for the collection
of a 2-cent gasoline tax. In a recent trade paper an
ofiieial of the New York Automobile Merchants' Asso-
ciation explains why his organization persistently
fought the measure. He states that raising funds for
highway construction and maintenance by means of
registration fees and gasoline tax, set at a figure pro-
portionate to the highway budget, is fair and reason-
able. The objection his association had to the New
York program was that only half of the funds raised
were to be spent for highway improvement, the balance
to be used for other purposes.

OHIO — Motor tracks handle more freight than rail-
roads fi'om Columbus to cities within 40 miles, revealed
the recent state-wide transportation survey. Highways
bore 84.5 per cent of all freight traffic to destinations
less than 20 miles distance, 54.7 per cent up to 40 miles,
and 32, 24.2 and 2.3 per cent, respectively, to destina-
tions in succeeding 20-mile zones.

UTAH —More than $500,000 will accrue to the Utah
state highway department from general property tax
levied for state road ptirposes during 1927, according to
official reports. This revenue will be available to sup-
plement other sources of revenue in the construction
and maintenance of the state road system. Its use
principally will be to match federal aid in large con-
struction projects and match state aid in some few
instances in minor imi)ro\'ements. Under policies laid
down by the department none of the money raised from
state road taxes levied against general property may
be used for maintenance purposes and under the state
law the money must bo expended in the counties
wherein raised. The taxes are levied by the county
commissions but arc expended by the state department.

WASHINGTON, D. C— Plans for adding to the
system of outer and inner boulevards, parkways, plazas,
and recreational centers have been announced by the
Capital Park and Planning Commission.

WISCONSIN— With the signing of a bill passed by
the legislature almost unanimously, that provides $100,-
000 from the motor vehicle license fees with which to
pay the state's share of the apportionable cost of grade
crossing improvements, it is believed that the state has
made a start in a campaign to force the gradual olimi-
-nation of the grade crossing hazard on the main
traveled highways in Wisconsin. There are about
9000 grade crossings in the state, about one-tenth of
these being on the state trunk and federal highway
systems.

The largest yearly construction program in
the history of the highway department is rapidly
nearing completion. The 1927 program of approx-
imately 400 miles of concrete surfacing and 1.500
miles of gravel and crushed rock surfacing has com-
pleted a large number of connecting links on impor-
tant through highways and has also extended the trunk
highway system of hard surfaced roads into sections of
the state that have been virtually impassable, especially
during the spring break-up due to frost boils and soil
conditions. One of the notable features of the present
year's program is the construction of a 20-foot width
concrete pavement on one of Wisconsin's most impor-
tant highways in four counties, totaling approximately
60 miles. Under the present plans, it is anticipated
that this highway will be paved with concrete from
Beloit to the north Marathon county line, a distance
of approximately 220 miles, by 1930.

November Record of
Bids and Awards

DIVISION OF HIGHWAYS

DEL NORTE COUNTY— Grading and surfacing
3.5 miles between Richardson Creek and southerly
boundary. Dist. I, Rt. 1. Sec. A. Engineer's estimate
$185,983.75. Bids opened Nov. 21st as follows : Mer-
cer-Eraser Co., Eureka, $178,214.10 ; Pierson and Wm.
Von Der Hellen, Medford, Ore., $169,835.05; James
T. Logan, Grants Pass, Ore., $203,865.75; Jasper-
Stacy Co., San Francisco, $236,912.10; A. J. & J. L.
Fairbanks, Inc., San Francisco, $172,217.40; C. R.
Adams, Yreka. $172,420.80 ; Kaiser Paving Co., $197,-
014.40; Engelhart Paving & Const. Co.. $198,865.50;
J. E. Johnston, Stockton, $168,322.40; Guerin Bros.,
San Francisco, $169,771; W. H. Hauser, Oakland,

:^s

r.\LIl-(Hx'MA HIGHWAYS AXD PVllLIC WORKS.

$219, 320; Tieslau Bros., Berkeley. $188,104.55. Con-
tract awarded to J. E. Johnston, $168,322.40.

IMPERIAL COUNTY— Timber bridge across Bull-
head Slough and another timber bridge across West
Main Canal. Dist. VIII, Kt. 12, Sec. C. Engineer's
estimate .$13,085. Bids opened Nov. 7th as follows :
Greene Construction Co.. Los Angeles. $i;;.2Tt>.50 ;
Pioneer Transfer Co. of Calexico. $12.44:5.50; W. M.
Lodbetter & Co., Los Angeles. $14,736; Norman B.
Couwav, Los Angeles. $15,454.50. Contract awarded
to Pioneer Transfer Co. of Calexico, $12,443.50.

MEHCI']D COUNTY — Widening with rock borders
8.7 miles between Los Bauos and easterly boundary.
Dist. VI. lit. 32. Sec. C. Engineer's estimate .$21,980.
Bids opened Nov. 7th as follows : C. W. Wood. Man-
teca. .$22.2(50; Larsen Bros.. Livermore. .$17,430;
Valley Paving & Construction Co.. Visalia, $19,530;
Stewart & Bland, Fresno. $19,138. Contract awarded
to Larsen Bros., Livermore. $17,430.

ORANtJE COUNTY — Dewatering system for Serra
subway. Dist. VII, Kt. 60. Sec. C. Engineer's esti-
mate .$7,480. Bids opened Nov. 5th as follows : F. H.
Vehring, Long Beach, $4,885; Thomas Haverty Co.,
Los Angeles. ,$5,504; R. R. Bishop, Long Beach,
$6,701.50: Wheeler Co., Los Angeles, $7,580; George
Herz & Co.. San Bernardino; $8,877; V. R. Dennis
Const. Co., San Diego. $13,660. Contract awarded to
F. H. Vehring, $4,885.

SACRAMENTO COUNTY— Grading and gravel
surfacing 1.8 miles one mile south of Aruo to one mile
north of Arno. Dist. X, Rt. 4. Sec. A. Engineer's esti-
mate .$44,202.90. Bids opened Nov. 7th as follows : C.
W. AVood. Manteca, $46,379.10; M. A. Jenkins, Sacra-
mento. $46.480.50 : J. F. Collins, Stockton, $45,048.50 ;
C. T. Malcom, Walnut Creek. .$47,724.60; Tieslau
Bros.. Berkeley, $46,542; Mankel & Staring, Sacra-
mento. $38,331.30; P. L. Burr, San Francisco, $50,-
351.80; M. J. Bevanda, Stockton. $.50,196.30; A.
Teichert & Son, Inc., Sacramento, $.57.848.80 ; Edward
K. Rice. Sacramento, $51,395.50; Charles Harlowe,
Jr.. Oakland, $47,892. Contract awarded to Mankel
& Staring of Sacramento, ,$38,331.30.

SAN MATEO COUNTY — Resurfacing with asphal-
tic concrete 4.5 miles between Visitacion Valley and
South San Francisco. Dist. IV, Rt. 65, Sec. A.
Engineer's estimate $13,200. Bids opened Nov. 1st
as follows: Federal Construction Co., San Francisco,
$10,532 ; Fay Improvement Co., San Francisco, $14,-
700: Eaton & Smith, San Francisco, $13,500; A. G.
Raisch, San Francisco, $12,840; Hanrahan Co., San
Francisco, $13.720 ; Christensen Construction Co., San
Francisco, $12,944; Pacific States Construction Co.,
San Francisco, $11,940. Contract awarded to Federal
Construction Co., $10,532.

SAN MATEO COUNTY— Grading and surfacing
with crushed stone 5.2 miles between South San Fran-
cisco and Broadway Station. Div. IV, Rt. 68, Sec. B.
Engineer's estimate $140,005. Bids opened Nov. 14th
as follows : Granite Construction Co., Watsonville,
$123,498: Eaton & Smith. San Franci.sco, $162,835;
McDonald & Maggiora, San Francisco, $1.37,110;
Tieslau Brothers. Berkeley. $128,127.50; Grantfield,
Farrar & Carlin. San Francisco, $108,210; C. W.
Wood, .Manteca, $135,780; Jack Ca.ssou. Hayward,
$133,2.'i9 : Allied Contractors, Inc., Omaha, Neb., $127,-
221.60; (Juerin P.ros., San Francisco. $131,454; Penin-
sula Paving Co., San Francisco, $142,089; J. P. Hol-
land, Inc., San Francisco, $119,000. Contract pending.

SANTA BARBARA COUNTY— Widening with
rock borders 24 miles between Orcutt and Zaca. Dist. V,
Rt. 2, Sec. A. B. C. Engineer's estimate .$65,550. Bids

opened November 7th as follows: J. F. Collins. Stock-
ton. $59.340 ; Tieslau Brothers, Berkeley, $79,350 ; :M.
Blumerkranz, Los Angeles, $64,860; Pearson & Ben-
son, Santa Monica. $69,690; Nighbert & Carnahan,
Bakersfield, $65,550. Contract awarded to J. F. Col-
lins. Stockton, $59,340.

SHASTA COUNTY — Bridge across Shotgun Creek
3i miles south of Sims. Dist. II, Rt. 2, Sec. D. En-
gineer's estimate $19,435. Bids opened Nov. 17th as
follows : E. B. Skeels. Roseville. $19,902.50 : Iloldener
Construction Co.. Sacramento, $23,375; Victor R.
Gede. Oakland. $24.-567.50 ; E. M. Bordwell, Napa,
$20,231.25: A. Young. Yreka. $21,670; J. P. Breunan,
Redding. $22,802.50: Noble Bros.. San Jose, .$25,485.
Contract awarded to E. B. Skeels of Roseville,
$19,902.50.

DIVISION
OF AFCHITECTURE

NAPA STATE HOSPITAL— Pasteurizer and cool-
ing equipment. Bids opened Nov. 10th as follows :
Creamery Package Mfg. Co.. San Francisco, $3,513;
Vulcan Iron Works, San Francisco, $3,885; Cyclops
Iron Works, San Francisco. $3,900. Contract awarded
to Creamery Package iNIfg. Co.. San Francisco, $3,513.

NAPA STATE HOSPITAL— White tile and
marble work. Bids opened Nov. 2d as follows : H. P.
Fischer Tile & Marble Co., Sacramento, $872; H. O.
Adams. Sacramento, $912 ; Art Tile & Mantel Co., San
Francisco, $995 : Mangrum & Otter, Inc., San Fran-
cisco. $1,130. Contract awarded to H. P. Fischer Tile
& Marble Co., Sacramento, $872.

SAN JOSE STATE TEACHERS COLLEGE—
Repairs to roof of main building. Bid opened Nov. 8th.
W. .1. Porter, San Jose. $1,439. Contract awarded
to W. J. Porter.

PATTON STATE HOSPITAL— Tile roof on
wards C and D. Estimate $2,625. Bids opened Nov.
8th as follows: Sunset Tile Co.. Redlands, $1,584.69;
R. G. Blessing. Alhambra, $1,890; French & Meloney,
Los Angeles. $1,995; (/. L. Passmore. Los Angeles.
$3,376. Contract awarded to Sunset Tile Co., Red-
lands, $1,584.69.

CALIFORNIA POLYTECHNIC SCHOOI.— Elec-
trical work in boys' dormitory. Estimate $1,580. Bids
opened Nov. 15th as follows : Jacobs Electric Co., S.
Pasadena. $1,.548; A. V. Cline, San Luis Obispo,
$1.678 ; Valley Electric Co., San Luis Obispo. $1,773 ;
Walter H. Smith, Long Beach. $1,850; Matson-Sea-
brooke Co., Oakland, $2.331 ; C. V. Hitchcock. Pacific
Grove. $3,397. Contract awarded to Jacobs Electric
Co., $1,548.

General work on boys' dormitory. Estimate $29.-
310. Bids opened Nov. 15th as follows : Peter Soren-
sen. San Francisco, $26.295 ; I>amb & Bobick, Sacra-
mento, $28,400: Alfred L. Vezina. Santa Barbara,
$28,440 ; Carl N. Swenson, San Jose, $28.835 ; Roy L.
Richardson, Santa Barbara, $29,100; Ira C. Boss,
Sacramento, ,$29,190; W. J. Smith. San Luis Obispo,
$29,744; Theo. M. Maine, San Luis Obispo, $29,800;
Schuler and McDonald, Oakland. .$30,375; R. S. K.
INIacMillen. San Francisco. $44,299. Contract awarded
to Peter Sorensen, San Francisco, $26,295.

Plumbing and heating work in boys' dormitor>'.
Estimate $6,570. Bids opened Nov. 15th as follows :
Latourrette-Fical Co., Sacramento, $7,390; E. M.
Payne. San Luis Obispo, $7,460; Walter H. Smith,
Long Beach. $8,366 ; Sweeney & Sons, Santa Barbara,

CALIFORXIA HIGHWAYS AXD riJifJC W()in<s.

39

$!>.!t!»7. Coiitnict aw.inh'd to L:it(iuiTette-Fical Co.,
!i;7.:!!M).

I'UIOSTON SCHOOL OF INDUSTRY— Moving
clubhouso. Bids opened Nov. IStli as follows : O. F.
Brown, S.-UTainonto. .$S(H); I). II. ^loiscr iS: Son. Sac-
ranionto. .fl.lMK). Contract awarded to O. F. Brown.

SACIl.VMENTO AimOHY — Now wood floor. Es-
timate .$:'..r)<)0. Bids opened Nov. ISth as follows :
Eayrite Floors, Oakland. .$'J.!)SO ; McLean Hardwood
Floor Co., Stockton, $o,0r)() ; Royal Floor Co., San
Francisco. $3,072; Sacramento Valley Floor Co., Sac-
ramento. $3,105 ; Geary Floor Co., San Francisco,
$3,250; Sacramento Hardwood Floor Co., Sacramento,
$3,250. Contract awarded to Layrite Floors, Oakland,
$2,080.

PRESTON SCHOOL OF INDUSTRY— Return

tubular boiler and equipment. Estimate $12,000. Bids
opened Nov. 22(1 as follows: AValter S. Leland. San
Francisco, $0,607; Alt. No. 1, $11,465; E. L. McCur-
tain, San Francisco, $10,470; Alt. No. 1. $11,500;
Latourrette-Fical Co., Sacramento. $10,327; R. G.
Meyler Corp., Los Angeles, $11,-300; Alt. No. 1, $12,-
800. Contract awarded to Walter S. Leland, San
FrancLsco.

VETERANS' HOME — Tile roofing Post Exchange.
Bids opened Nov. 23d as follows. (Furnishing and
laying.) W. L. Saxby, Oakland, $1,750; Eckhardt &
Ferrabee, Oakland, $1,847 ; Homer H. Sosso, San
Francisco. $1,070; Malott & Peterson, San Francisco,
$2,120. (Furnishing only.) Gladding, McBean &
Companv, San Francisco, $1,315 ; W. L. Saxby, Oak-
land. $1^425 ; California Pottery Co., Oakland, $1,451.
Contract awarded to Gladding, McBean & Co.

MENDOCINO STATE HOSPITAL— White tile
and marble work on Wards "D" and "8." Bids opened
Nov. 25th as follows : H. O. Adams, Sacramento,
$2,175; H. P. Fischer Tile. Sacramento, $2,238; Art
Tile & Mantel Co., San Francisco, $2,876; Mangrum
& Otter, Inc., San Francisco, $3,120; E. W. M. Evans
& Sons, Petaluma, $3,124. Contract awarded to H.
O. Adams, Sacramento, $2,175.

WATEB PEBMITS

AND APPLICATIONS

Permits to appropriate water issued by the
Department of Public Works, Division of
AVater Rights, during tlie month of Novem-
ber, 1927:

TRINITY COUNTY— Permit 2019, Application
5605 ; issued to J. H. Bannon, Hayfork, November 16,
1027. for 2.5 cubic feet per second from Morgan Gulch
in section 18. T. 31 N., R. 11 W., for mining purposes
in section 18.

Permit 2020, Application 5615; issued to J. H.
Bannon, Hayfork, November 16, 1027, for 2 cubic feet
per second from McCovey Gulch in section 8, T. 31
N., R. 11 W.. for mining purposes in section 18. Esti-
mated cost $1,000.

LASSEN COUNTY— Permit 2027, Application
3232 ; issued to Homer C. Jack and Antone Avilla,
Bieber, November 30, 1027, for 4910 acre-feet per
annum from (1) Packwood. (2) Windmill Flats and
(3) Juniper creeks in sections 20 and 16. T. 37 N.,
R. 0 E.. and section 36, T. 38 N., R. 8 E.. for irriga-
tion of 2480 acres near points of diversion.

Permit 2928. Application 5600 ; issued to Max K.

Liiiiihert. Doyle. November .30, 1027, for 1.5 cubic feet
per second from Long Valley ('reek in section 35, T. 26
N., R. 16 E., i"or irrigation of 120 acres in section 35.
Estimated cost $1,000.

NEVADA COUJMTY -Permit 2i)00, Application
5337 ; issued to Chas. J. Lyser, agent for the Spanish
Mining Company, c/o John F. Davis, 1404 Humboldt
Bank Building. San Francisco, November 3, 1027, for
1.5 cubic feet per second from Devil's Canyon Creek
in section 30. T. 18 N., R. 11 E.. for power i)urposes
in section .31. (_)ne hundred twenty-eight t.h.p. to be
developed. lOstimated cost $5,000.

PLACER COUNTY— Permit 2017, Application
5673 ; issued to Arthur A. Halliker, Auburn, Novem-
ber 15, 1027, for 0.2 cubic foot per second from
Antelope Ravine in section 8, T. 11 N., R. 7 E., for
domestic and irrigati(ju of 13.5 acres. Estimated
cost $500.

EL DORADO COUNTY— Permit 2023. Applica-
tion 5686 ; issued to Moose Camp Ground of California,
c/o Walter J. Morris, secretary, 2674 Twenty-fourth
street, Sacramento, November 25, 1027, for 0.039
cubic foot per second from unnamed stream in sec-
tion 22, T. 11 N., R. 16 E., for domestic purposes in
sections 22 and 23. Estimated cost $2,000.

Permit 2024, Application 5602 ; issued to Robert
M. Price, Reno, Nevada, November 28, 1027, for 0.001
cubic foot per second from Celesta Creek in section 22,
T. 12 N., R. 17 E., for domestic purposes in section 22.

Permit 2011. Application 5670 ; issued to Selden
Ruger Spousler, 1143 Fulton street, Palo Alto, Novem-
ber 4, 1027, for 0.002 cubic foot per second from
unnamed stream in section 15. T. 12 N., R. 17 E., for
domestic use in section 15. Estimated cost .$25.

YUBA COUNTY— Permit 2013, Application 5.500;
issued to Mrs. Mary A. Bean, Strawberry Valley,
November 14, 1027, for 0.003 cubic foot per second
from West Branch of Rich Gulch in section 20, T. 20
N., R. 8 E., for domestic and irrigation of 1 acre.
Estimated cost $600.

Permit 2014, Application 5677 : issued to Mrs.
Mary A. Bean, Strawberry Valley, November 14,
1027, for 0.025 cubic foot per second from West
Branch of Rich Gulch in section 20, T. 20 N., R. 8
E.. for operation of hydraulic ram. Estimated cost
$600.

Permit 2015, Application 5501 ; issued to John A.
Bean, Strawberry Valley, November 14, 1027. for
0.003 cubic foot per second from East Branch of Rich
Gulch in section 20, T. 20 N., R. 8 E., for domestic
and irrigation of 1 acre. Estimated cost $600.

Permit 2016, Application 5678; issued to John A.
Bean, Strawberry ^'alley, November 14, 1027, for
0.025 cubic foot per second from East Branch of Rich
Gulch in section 20, T. 20 N.. R. 8 E., for operation
of hydraulic ram. Estimated cost $600.

BUTTE COUNTY— Permit 2012, Application
5137; issued to W. F. Nantz, 2752 Grove street,
Oakland, November 7, 1027, for 2.5 cubic feet per
second from Lateral A. A. of Reclamation District
833, in section 8, T. 18 N., R. 2 E., for irrigation of
100 acres in section 8. Estimated cost $100.

GLENN COUNTY— Permit 2010, Application
5667 ; issued to Paul Kastner, Orland, November 4.
1027, for 0.00 cubic foot per second from unnamed
stream in section 5. T. 21 N.. R. 3 W., for irrigation
of 7 acres. Estimated cost $300.

Permit 2026. Application 5505 ; issued to Eugene
Eagan, Orland, November 20, 1027, for 0.21 cubic
foot per second from unnamed stream in section 34,
T. 22 N.. R. 3 W.. for irrigation of 17 acres in section
34. Estimated cost $200.

40

CALIFOKyiA HIGHWAYS AND PUBLIC WORKS.

XAl'A COUNTY— Permit 2921, Application 5613;
issued to Claude L. Russell. Calistoga. November 21,
1927, for 0.5 cubic foot per second from Troutdale
Creek in section 35, T. 10 N., R. 7 W., for domestic
and fisli propagation in section 35. Estimated cost $50.

TULARE COUNTY— Permit 2925, Application
5541 ; issued to Soda Flat Water Association, Porter-
ville, November 28, 1927, for 0.005 cubic foot per
second from unnamed spring in section 34, T. 20 S.,
R. 31 E., for domestic purposes in section 34. Esti-
mated cost $150.

VENTURA COUNTY— Permit 2922. Application
4481 ; issued to Frazier Mountain Park and Fislieries
Company, Glendale, November 25, 1927, for 0.15 cubic
foot per second from a cienega in section 1, T. 8 N.,
R. 20 W., for domestic purposes. Estimated cost
$2,000.

SAN DIEGO COUNTY— Permit 291S, Application
5684; issued to Evarose Griffin Llo.yd, 1307 West
Sixt.v-eigbth street, Los Angeles, November 15, 1927,
for 0.1 cubic foot per second from unnamed spring in
section 22, T. 16 S., R. 1 W., for domestic and irriga-
tion of 7 acres. Estimated cost $1,000.

Applications for permit to a impropriate
water filed with the State Department of
Public Works, Division of Water Rights,
during the month of November, 1927.

SISKIYOU COUNTY— Application 5746; Bull
Pine Mining Corporation. 1134 West Thirty-ninth
street. Los Angeles, f<n- 3.00 cubic feet per second
from Rogers Creek tributary to Klamatli River. To
be diverted in .section 11. T. 12 N., R. 6 E., H. M.,
for mining purposes. Estimated cost $2,000.

Application .5747 ; Bull Pine Mining Corporation,
1137 AVest Thirty-ninth street, Los Angeles, for 3.00
cubic feet per second from Rogers Creek tributary to
Klamath River. To be diverted in section 11, T. 12
N., R. 6 E., H. M., for power purposes. Estimated
cost .$4,000.

Application 5750 ; C. L. Lewis, care of Allen & Mc-
Namara. attorneys, Allen Bldg.. Yreka, for 0.62 cubic
foot pel- second from iMill Creek tributary to Scott
River. To be diverted in section 22, T. 43 N., R.
10 W.. M. D. M.. for irrigation purposes on 50 acres.
Estimated cost $500.

LASSEN COUNTY— Application 5743; (Jotthard
Diethelm. Chilcoot, for 0.13 cubic foot per second
from unnamed spring tributary to Long Valley water-
shed. To be diverted in s(>ction 29, T. 22 N., R. 17
E.. M. I). M., for mining and domestic purposes near
point of diversion. Estimated cost $5,000.

TRINITY COUNTY— Application 574S ; M. A.
Senger. Weaverville. for 40.00 cubic feet per second
from North Fork Trinity River tributary to Trinity
River. To be diverted in section 24, T. 35 N., R. 12
W., M. D. M., for mining purposes. Estimated cost,
.$4<J.00().

Application 5766 ; Grover Allen Gates, Hayfork,
for 0.32 cubic foot per second from Little Corrall
Creek tributary to Hay Fork. To bo diverted in
section 14, T. 3 N., R. 7 E., H. B. and M., for irri-
gation and domestic purpo.ses on 25| acres.

MODOC COUNTY— Application 5764; Tlie Red
River Lumber Company, Westwood, for 55 cubic feet
per secoiul from Ash Creek tributary to Pit River. To
be diverted in section 4, T. 38 N., R. 10 E., M. D. M.,
for power purposes ; 3435 t.h.p. to be developed.
Estimated cost .$250,000.

I'liUMAS COUNTY — Applicatit)n 5763; .Tohu
Uhart, Carson City, for 0.97 cubic foot per second
from Eureka Creek tributary to Feather River. To
be diverted in .section 12, T. 22 N.. R. 11 E.. M. D. M.,
for irrigation and domestic purposes on 77.6 acres.
Estimated cost $600.

SUTTER COUNTY— Application 5755; Sutter
Basin Improvement Company, Robbins, for 21.05
cubic feet per second from West Dredger Cut of Sutter

By-Pass tributary to
diverted in section 5, T.
irrigation purposes on
mated cost .$30,000.

Sacramento River. To be
14 N.. R. 2 E.. M. D. M.. for

S42.127 acres of rice. Esti-

Application 5754 ;
Company. Robbins. for

Sutter Basin Improvement
18.85 cubic feet per second
from East Dredger Cut of Sutter By-Pass tributary
to Sacramento River. To be diverted in section 13,
T. 13 N., R. 2 E., M. D. M.. for rice irrigation pur-
poses on 753.91 acres. Estimated cost $15,000.

NEVADA COUNTY— Application 5756; Wilson
T. Allyn. 1617 O street. Sacramento, for 0.50 cubic
foot per second from Rush Creek tributary to South
Fork of Yuba River. To be diverted in section 32,
T. 17 N., R. S E., M. D. M., for mining purposes.

EL DORADO COUNTY— Application 5752 ; Par-
nall Gold Mines Corporation, care of Clifton H. Wild-
man, C. B. O'Donell Bldg., Placerville, for 2.50 cubic
feet per second from Baltic Creek tributary to Camp
Creek and Cosumnes River. To be diverted in section
14, T. 10 N., R. 13 E.. M. D. M.. for power purposes
for mining machinery. l>stimated cost $1500.

Application 5753 ; Parnall Gold jNIines Corporation,
care of Clifton H. Wildman, C. B. O'Donell Bldg.,
Placerville. for 7.50 cubic feet per second from Camp
Creek tributary to Cosumnes River. To be diverted
in section 15. T. 10 N.. R. 13 E., M. D. M., for power
purposes for mining machinery.

FRESNO COUNTY— Application 5757; Ernest
Walling. 1314 Pacific-Southwest Bldg.. Fresno, for
1.00 cubic foot per second and 50 acre-feet per annum
from unnamed stream and dug wells, tributary to
San .Joaquin River. To be diverted in section 12. T.
10 S.. R. 23 E.. M. D. M., for irrigation and domestic
purposes. Estimated cost .$20,000.

VENTURA COUNTY— Application 5751 ; Mrs.
Maud M. Coker, R. F. D. No. 1, Box 359. Ventura,
for 0.50 cubic foot per second. 40 acre-feet per annum,
from Santa Ana Creek tributary to Ventura River.
To be diverted in section 24. T. 4 N.. R. 24 W.. S.
B. yi.. for irrigation purposes on 250 acres. Esti-
mated cost $20,000.

SANTA BARBARA COUNTY— Ai>plication 5745;
Horace O. Ensign, Newport Beach, for 0.025 cubic
foot per second from two unn.'imed springs tributary
to Schoolhouse (\anyon. To be diverted in section 21,
T. 10 N.. R. 28 W.. S. I'.. :M., for domestic purposes.
Estimated cost $1,200.

RIVERSIDE COUNTY— Application 57.58; U. S.
Forest Service, San Bernardino, for 0.016 cubic foot
per second from unnamed springs tributary to no
stream. To be diverted in section 18. T. 5 S., R. 3
E., S. B. M.. for domestic purjwses on fifty-two
si>ecial use residence sites. Estimated cost $1.()00.

Ai)i)lication 5762 ; H. E. Weaver, care of Sarau &
Th()ini)son. attorneys, Citizens National Bank Bldg.,
Riverside, for 0.25 cubic foot per second from under-
ground tributary to no stream. To be diverted in
section 33, T. 2 S., R. 4 W.. S. B. M.. for irrigation
and domestic purposes on 12 acres. Estimated cost
$500.

VM.IFOh'MA TUGUWAYS AND I'UliUV llO/.'AN.

41

SAX BERNARDINO COUNTY — ApDluatiou
HTdO : Stato of California. Dopartinciit of Pablic
WdiUs. Division of Ilisluvays. 1*. O. Box 137, San
Bernardino, for 0.01 cubic foot per second from a
spring tributary to West Fork of City Creek. To be
diverted in section 2i), T. 2 N.. R. 3 W., S. B. M.,
for donie.stic purposes.

Application 5749; Gustav G. Gocke. 301 Hermosa
avenue, Long Beach, for 0.50 cubic foot per second
from unnamed spring. To be diverted in section 32,
T. 2 N.. R. 2 K.. S. B. M., for domestic and fish pond
purposes. Estimated cost .$1,000.

Application 57(!5 ; Thos. E. Hunt. 322 S. Vendome
street. Los Angeles, for 5 cubic feet per second and
20.000 acre-feet per annum from Rattlesnake (^anyon
and Arrastre Creek tributary to no stream. To be
diverted in section 31. T. 4 N.. R. 3 E., S. B. B. and
^L. for irrigation and domestic purposes on 9860
acres. Estimated cost ,'f225.000.

LOS ANGELES COUNTY— Appliciition 5761;
John Boyle, care of W. C. Petchner. 725 Title Insur-
ance Bldg.. Los Angeles, for 15,000 acre-feet per
annum from Littlerock Creek tributary to Antelope
Valley drainage. To be diverted in section 27, T. 5
N.. R. 11 W., S. B. M., for irrigation and domestic
purposes on 5000 acres. Estimated cost $50,000.

Application 5759 ; F. H. Hoeppner, 602 Atlantic
boulevard. Bell, for 0.4 cubic foot per second from
springs and underground water tributary to Deadman
Canyon. To be diverted in section 21, T. 6 N., R.
14 W.. S. B. M., for irrigation and domestic purposes
on 40 acres. Estimated cost $1,500.

SAN DIEGO COUNTY — Application 5744;
Arthur H. Nightingale, 1207i Tamarind avenue, Los
Angeles, for 3 cubic feet per second from two springs
in Palm Canyon tributary to San Felipe Creek, to
be diverted in section 26, T. 10 S., R. 5 E., S. B. M.,
for irrigation and domestic puriK>ses on 250 acres in
sections 25 and 36. T. 10 S., R. 5 E., S. B. M.
Estimated cost $5,000.

SENATOR ODDIE URGES

FEDERAL AID FOR ROADS

(Continued from page 21.)

sections, the installation of traffic signals, and the
construction of additional highways as entrances to
the large cities. The last is a problem that will
shortly have to be faced in the environs of practically
all large cities.

Our highways, laid out in the days of horse-drawn
traffic of low density, converge as they approach most
of the cities and discharge their heavy burdens of
modern traffic collected from wide areas into a few
alreadj' congested city streets. Modern traffic condi-
tions demand a separation of these old-fashioned
converging city approaches.

Instead of merging the highways as they draw near
the cities, their number should be multiplied in order
to distribute the traffic over a greater number of
streets and to permit it to enter the city at points as
near as possible to the destinations of the vehicles.

These are a few of the problems that will occupy
eastern road builders and call for continued expendi-
tures indefinitely in the east.

Ruling Defines Federal

Aid to Town IlifjJnrni/s

Federal aid for highway eonstriietion
witliin muni(!ij)alities havin"" a population of
2500 or more is not authorized except for a
distance not exceedinf? the mile within the
corporate limits on a particular hiojhway,
along- which, for the entire mile, the hou.ses
average more than 200 feet apart, exclu.sive
of the width of the hou.ses.

This ruling has just been made to the Sec-
retary of Agriculture by the Comptroller
General of the United States, J. R. McCarl,
with regard to a federal aid project at Stam-
ford, Texas.

Mr. McCarl in his ruling also defined the
proper method to be followed in determining
the eligibility for federal aid of any portion of
a municipal highway, in accordance with
statutory limitations.

On this point the ruling reads :

"The phrase 'except that portion of any such high-
way or street along which within a distance of one
mile the houses average more than 200 feet apart'
obviously has reference to the conditions along an
entire mile of the highway where any portion of that
mile is proposed to be aided. The purpose of the
exception was to allow federal aid in highway con-
struction through the sparsely built up sections of
municipalities and the test specified by the statute is
whether there is such a lack of houses that in an
entire mile of highway they average over 200 feet
apart."

Analysis of Accidents

at Grade Crossings is

Made hy Railroad Board

An analysis of grade crossing accidents
occurring on twenty-four railroads in Cali-
fornia from January 1, 1925, to May 10, 1927,
has been made by the State Railroad Commis-
sion. The 2251 accidents analyzed were as
follows: On crossings protected by crossing
signs, 946 ; by wigwags, 654 ; by human flag-
men, 290 ; by overhead crossing signs, 293 ; by
gates, 34; by crossing bells, 34. These 2251
accidents resulted in 297 persons being killed
and 1054 injured. Property damage only
occurred in 1360 accidents.

A proclamation issued in 1622, by King James I,
ruled that only vehicles of not more than two wheels,
drawn by not more than five horses, were to be allowed
on certain roads in England, and all loads were not to
exceed 2000 pounds.

Safety Campaign Progress.

Nearly 200,000 persons have pledged themselves to
use courtesy and caution on the highways during the
coming year, the American Road Builders' Association
state.

"This 200,000 includes only those persons who have
actually signed courtesy and caution pledges, and does
not incorpoi-ate the members of some 5000 civic clubs,
10.000 churches, students of schools and automobile
clubs throughout the nation who adopted the pledge in
a body," the association stated.

41'

CALJFOh'MA HIGHWAYS AXD PUBLIC MURKS.

SAN GABRIEL

WATER PROBLEMS

(Continued from page 6.)

Valley, liainfall on the valley floor approxi-
mates 18 inches on the average and the sur-
rounding hills contribute a water supply.

When it leaves the mountains the river
passes over a very coarse detrital mass which
absorbs water readily. This i)ercolating water,
together with water which ])ercolates from the
tributaries and percolation from the rainfall,
reaches the underground waterplane. The
principal Avater supplies of the valley are
derived by pumping from the underground
water reservoir and this, of course, is supplied
by percolation as above noted. As the under-
ground water drifts south or downstream in
the valley, it meets the southern range of hills
and is forced to the surface, so that there is
maintained a perennial stream of rising water
at Whittier Narrows which is diverted by
various companies. Below the Narrows is
another ])ercolating area which terminates
about 5 miles below the point of maximum
rising water. Prom there to the ocean, which
is about 15 miles below, little or no percolation
takes place and all water reaching that point
flows practically undiminished to the ocean.

San Gabriel Valley slopes rather steeply from
the mountains and hills on all sides toward the
river and the Pass. The length of the valley
is east and west, while the river flows south-
west 13 miles across the M'idth of the valley
and is at the bottom of the broad trough of
the valley except at its debouchure from the
mountains where a cone has been built up
slightly higher than land on each side. The
waterplane slopes in the same direction as the
surface, although less steeply and consequently
the waters of the river which percolate can
not extend laterally to all parts of the valley
but involve an area of less than 60 square miles
in the central part of the valley. In addition
to this slope of the waterplane from all sides
to the Narrows there are, along or near the
foothills, underground formations — dikes and
faults and alluvial unconformities— which
hold the water planes in some cases as much as
250-800 feet higher above than below. Ray-
mond Dike on the west is the most noteworthy
of these. Above it there are more than 30
square miles of habitable area largely occupied
by Pasadena and Sierra Madre.

COASTAL PLAIN

Below the Narrows the Coastal Plain is
essentially similar in formation to the valley,
as there is a barrier range of hills near the
ocean paralleling the other hills and holding
the water back. Because of its flatness it is

much more difficult to outline the area to
Avhich San Gabriel River water flows under-
ground. It is ])ossibly in the neighborhood of
100 square miles. It should be understood
that San Gabriel River Avater, that is, water
issuing from San Gabriel Canyon, is not the
only water affecting this area or that similarly
designated in San Gabriel Valley. It has been
amplified and diluted by tributary percola-
tion, by rainfall on the valley floor and by the
waters coming in from all sides Avhich have
other sources. Nor are the overlying land-
owners the only users from this area, as water
is exported to ])erhaps 50 square miles in both
the valley and the plain.

RAINFALL RECORDS

Rainfall records for the past 50 years and
run-off records for 31 years indicate that for
the 50-year period at least, precipitation has
had a cyclic variation, the period being 22-24
years. Ten to 12 years, most of which were
above normal, have been foUoAved by 10 to 12
years in which most of the years were beloAV
normal. The waterplane fluctuates Avith the
season and also with the cycle. The last dry
cycle ended in 1904, after which Avater levels
rose until 1916, Avhen a dry cycle again set in.
The loAvest point reached Avas in 1926 oA^er
most of the valley. Except in tAvo areas not
affected by San Gabriel River, IcA^els haA^e
risen since then. In the central part of the
valley, Avater le\'els Avere seven feet loAver in
1926 than in 1904, AA'hile in those parts not
affected by San Gabriel River the decrease Avas
much greater. In the Coastal Plain the
decrease was in general greater than in central
San Gabriel Valley.

RESERVOIR CONSTRUCTION

Prior to 1923 Los Angeles County Flood
Control District had constructed three reser-
voirs on the headAvaters of three of the smaller
streams in the valley. In 1924 a bond issue
of approximately thirty million dollars Avas
authorized for construction of additional
reservoirs of which tAVO have been completed,
one is under construction, and the largest, on
San Gabriel RiA'er, is not yet started. These
reservoirs Avill so modify the floAV that more
water will be caused to percolate in the
stream bed in crossing the valley. They will
also be used for direct conservation by holding
over Avater stored in them.

PASADENA APPLICATION

In 1923 the city of Pasadena made applica-
tion for permit to construct a reservoir in San
Gabriel Canyon and a conduit leading to the
city. An investigation Avas started in that
year by the Division of Water Rights to
determine the amount of Avater flowing into

(WLIFONXIA ll/dinVAYS AXD PIJBIJC WORKfi.

43

the ocean. After four years' investif^'atioii it
■was believed that enoug-li information had
been <>-atliered so tliat tlie division could i)ass
intelli<>ently on this as "well as the a [) plications
of numerous other cities for diversion which
had been made in the meantime, and the liear-
in<>' noted in the first i)aragraph was held.

Only the summer or normal flow from the
canyon is used directly. The winter run-off is
characterized by wild and dangerous floods
impossible to divert and of a very flashy
nature. Their menace may be judged by the
fact that the flood control district was
formed and that expenditures so large as
above noted have been authorized for their
control.

WORK OF DIVISION OF WATER RIGHTS

The work of the Division of Water Rights
has consisted largely of measuring the river
and tributaries at strategic points to deter-
mine the percolation which naturally occurs
with different stages of the river. Observa-
tions cover a wide range of discharge. The
highest da.y's discharge on which a record of
percolation was secured has been exceeded
only three times in the 31 years of record and
from this maximum many observations were
secured at various stages down to the point
where the entire discharge percolated.

The facts as to run-off during the four
seasons covered by the investigation may be
briefly summarized : In 1923-24 the mountain
run-off was 18 per cent of normal ; in 1924-25,
15 per cent of normal ; in 1925-26, 70 per cent
of normal ; and in 1926-27, 84 per cent of nor-
mal. The average for the four years has been
47 per cent of normal. Waste of San Gabriel
Canyon water from the valley during the four
years has averaged 22,000 acre-feet, being
almost negligible in the first two years and
approximating 42,000 acre-feet in each of the
last two years. The waste of San Gabriel Can-
yon water into the ocean has averaged approxi-
mately 20,000 acre-feet annually during the
investigation. In addition there has been
other waste from tributaries and from rainfall
on the valley floor but this does not enter
materially into the issues involved.

From the measurements made on the stream
a curve has been drawn showing the relation
between each day's average discharge coming
from San Gabriel Canyon and the percolation
which occurred with that particular flow.

WATER LEVELS

Water levels in the valley are lower than at
the beginning of the investigation, but began
rising in 1926 with a 70 per cent run-off from

the mountains, except as before noted in two
areas not affected by San Gabriel River water.

DISPUTE JURISDICTION

At a hearing on applications nuide to the
Division of Water Rights for diversion from
San Gabriel River, held in Los Angeles on
November 14-15, the principal protestants
who Were not also applicants disclaimed
authority of the division and presented no
evidence. Some of the applicants who were
also protestants against other and prior appli-
cants denied the authority of the division,
but at the same time requested that their appli-
cations be considered. These presented no
evidence. One applicant was undecided
whether to allege lack of jurisdiction by the
division or not and did present evidence
through witnesses. A fourth group, the prin-
cipal and prior applicants, foothill towns on
the west side of the valley, presented their
case in the usual manner.

From the diverse positions assumed by these
various parties, it is evident that there is
uncertainty concerning the legal aspects of
the case and in fact, as will be found from a
close reading of the list of questions involved,
at the close of this article, some of the issues
are unprecedented in water litigation. It is
the purpose of this article not to discuss the
legal situation but to point out the issues
involved. Before doing so a brief description
of the physical situation is in order as is also
some of the history of the case.

The questions printed in the fore port of
this article were raised either directly or indi-
rectly at the San Gabriel hearing, or in briefs
submitted prior to the hearing. Those appli-
cants which protested the authority of the
division but which at the same time elected to
maintain their applications are those Avho
believe themselves, because of location, to be
benefited more if the stream, regulated by
flood control reservoirs, is allowed to follow its
natural channel with no adverse diversions,
than by granting their applications subsequent
to prior applicants. Those who maintained
their applications in the belief that the juris-
diction of the division is not in question are
those widely separated from the stream. The
protestants which withdrew are water com-
panies lying mostly within the area influenced
more or less by San Gabriel River water or
exporting from that area.

"What are you doing here?" asked a policeman of a
woman who had stopped her automobile near a street
corner and was preparing to alight.

"Parking mj' car," she replied. "I thought this would
be a good place. The sign there reads. 'Safety Zone'."

44

CALIFORXIA HIGHWAYS AND PUBLIC WORKS.

California Leads U. S. In Revenues
Derived From Tax on Gasoline

California led the states in the amount of
revenue derived from a tax on gasoline dur-
ing the first half of 1927, the Bureau of Pub-
lic Roads of the Department of Agriculture
has just announced.

The following table, prepared by the
bureau, shows the rate of taxation in cents per
gallon in the various states and the revenue
derived by each state from a gasoline tax

during the first six months of 1927 :

Rev. for

Tax rate first half

on June 30 1927

Alabama -i .$2,653,637

Arizona 3 518,599

Arkansas 5 1,560,559

California 2 9,035,934

Colorado 3 1,194,077

Connecticut 2 1,307,024

Delaware 3 267,091

Florida ^ 5,355,217

Georo-ia _ 3* 3.071,528

Idalio 4 606.694

Illinois 0

Indiana 3 4,564,711

Iowa 2 2,777,183

Kansas 2 1,891,245

Kentucky 5 2,472,015

Louisiana 2 1,411,554

Maine 3 742.925

Maryland 4 1.774,442

Massachusetts 0

Michisan 2 5.033.798

Minnesota 2 2,274,327

Mississippi 4 2.136,296

Missouri 2 2,921,065

Montana 3 428,363

Nebraska 2 1,470,084

Nevada 4 199,497

New Hampsliire 3 413,581

New Jersey 0

New Mexico 5 614,200

New York 0

North Carolina 4 3,932,544

North Dakota 2 395,933

Ohio 3 7,539,826

Oklahoma 3 3,196,376

Oregon 3 1,613,209

Pennsvlvania 2 6,101,696

Rhode Island 2 300,971

South Carolina 5 2,210.636

South Dakota 3 960,630

Tennessee 3 1,983,139

Texas 3 5,975.553

Ctah _— 3A 567,794

Vermont 3 275,536

Virsinia 4* 3,122,518

Washington 2 1,631,226

West Virginia 3* 1.416.057

Wisconsin 2 2,526.058

Wyoming 3 256.908

District of Columbia 2 548,605

Total $101,250,841

Two-cent tax rates were effective in Illinois
on August 1, 1927, and in New Jersey on July
1, 1927.

''Quit Your Shoving."

[From the Christian Science Monitor. "X

"Quit shoving," the highway said to the hillside, but
the hillside kept right on pushing until it tumbled a
considerable section of the road over a 100-foot cliff
and onto the railroad tracks below.

The road was an important one, leading to the huge
Cai-quinez Straits bridge a short distance west of
Crockett, so the Division of Highways proceeded to
smooth off the slope by hand, somewhat reduce its
extreme pitch, and then spread out an acre of "gunite,"
a type of concrete, over the offending area of shifting
sand. The gunite was pumped through a hose to the
spot. The measure was successful, and the hillside has
ceased to harass the highway further.

Permission has been granted by the Railroad Com-
mission to California Highway Commission to con-
struct the state highway at grade across a spur track
of Central California Traction Company north of
Stockton, San Joaquin County.

A crew of men under the direction of the California
Highway Commission transplanted shade trees along
the highway between Proberta and Red Bluff in
preparation for the widening of the roadbed from 20
to 30 feet. The trees varied from 10 to 18 feet in
height.

If you work for a man, in Heaven's name work for
him. If he pays you wages that supply your bread
and butter, work for him, speak well of him, and stand
by him and the institution he represents. I think if
I worked for a man, I would work for him. I would
not work for him part of his time, but all of his time.
I would give my undivided service or none. If put to
the pinch, an ounce of loyalty is worth a pound of
cleverness.

If you must villify, condemn, and eternally disparage,
why resign your position, and when you are outside
damn to your heart's content.

But, I pray you, so long as you are a part of an
institution, do not condemn it. Not that you will
injure the institution — not that — but when you dis-
parage the concern of which you are a part, you dis-
parage yourself. — Elbert Huhbard.

No other state has such a combination of size and
varied attractiveness as has California. No other state
has large population centers so widely separated. In
no other state of large population is the saturation
point in vehicle registration so near. In no other region
is the average motor vehicle driven so far each yeai*.
— The Highway Magazine.

Noting that cholera killed 1,500,000 pigs in this
country last year started us wondering if there isn't
some way of giving cholera to road hogs.

Beside the filling station now

The village smithy stands.
And many dollars fall into

His large and sinewy hands.

— Florida Tim cs-Vnion.

Insurance Agent : "Come with me, you can get
damages for this."

Negress (hit by truck) : "Good Lawd, man, ah don't
need no mo' damages. What ah needs is repairs."

ROSTER

DEPARTMENT OF PUBLIC WORKS

STATE OF CALIFORNIA

C. C. Young, Governor

B. B. Meek, Director, Department of Public Works

Corning de Saules, Deputy Director, Department of Public Works
Geouge C. Mansfield, Editor, California Highways and Piihlic Works

DIVISION

of

HIGHWAYS

CALIFORNIA HIGHWAY COMMISSION

RALPH W. BULL, Chairman, Eureka

J. P. BAUMGARTNER, Commissioner, Santa Ana

M. B. HARRIS, Commissioner, Fresno

JOSEPH M. SCHENCK, Commissioner, Los Angeles

FRED S. MOODY, Commissioner, San Francisco

R. M. MORTON, State Highway Engineer, Sacramento

HARRY A. ENCELL, Attorney, San Francisco

E. FORREST MITCHELL,

Secretary and Disbursing Officer

HEADQUARTERS STAFF, SACRAMENTO

T. E. STANTON, Assistant State Highway Engineer

L. V. CAMPBELL, Office Engineer

FRED J. GRUMM, Engineer of Surveys and Plans

C. S. POPE, Construction Engineer

T. H. DENNIS, Acting Maintenance Engineer

CHAS. E. ANDREW, Bridge Engineer

R. H. STALNAKER, Equipment Engineer

C. L. McKESSON, Materials and Research Engneer

WILLIAM SCHLEIP, Principal Accountant

DISTRICT ENGINEERS

T. A. BEDFORD, District I, Willits

H. S. COMLY. District II, Redding

F. W. HASELWOOD, District IH, Sacramento

J. H. SKEGGS, District IV, San Francisco

L. H. GIBSON, District V, San Luis Obispo

E. E. WALLACE (Acting), District VI, Fresno

S. V. CORTELYOU, District VH, Los Angeles

E. Q. SULLIVAN, District VIII, San Bernardino

F. G. SOMNER, District IX, Bishop
R. E. PIERCE (Acting), District X, Sacramento

General Headquarters, Third Floor, Strub Bldg.
Eleventh and P Streets, Sacramento, California.

DIVISION

of
PORTS

Port of Eureka — F. B. Barnum, Supervisor
Port of San Jose — Not yet appointed
Port of San Diego — Not yet appointed

DIVISION

of

ARCHITECTURE

GEO. B. McDOUGALL, Chief, Division of Architecture

P. T. POAGE, Assistant Architect

W. K. DANIELS, Deputy Chief of Division

HEADQUARTERS

ALFRED EICHLER, Architectural Designer

H. S. HAZEN, Architectural Designer

W. E. MANHART, Architectural Designer

RODERICK MILES, Architectural Designer

HARRY W. DeHAVEN, Chief Architectural Draftsman

C. H. KROMER, Structural Engineer

CARLTON PIERSON, Specification Writer

F. M. STEWART, Principal Clerk

C. E. BERG, Engineer Estimates and Costs

J. W. DUTTON, General Superintendent Construction

W. H. ROCKINGHAM, Mechanical Engineer

W. M. CALLAHAN, Electrical Engineer

A. J. BEAKEY, Civil Engineer

Headquarters, 615 Forum Bldg., Sacramento, California

DIVISION

of

ENGINEERING AND IRRIGATION

EDWARD HYATT, JR., State Engineer and Chief,

Division of Engineering and Irrigation

J. J. HALEY, JR., Deputy Chief of Division

A. D. EDMONSTON, Water Resources Investigation

R. L. JONES, Bureau of Reclamation

W. A. POST, Santa Ana River Investigations

W. A. PERKINS, Investigation of Dams

S. T. HARDING, Irrigation and Special Investigations

Headquarters, 627 Forum Bldg., Sacramento, California

DIVISION

of

WATER RIGHTS

HAROLD CONKLING, Chief of Division

EVERETT N. BRYAN, Deputy Chief of Division

KATHERINE A. FEENY, Chief Clerk

SPENCER BURROUGHS, Attorney

CHARLES KAUPKE, Kings River Water Master

HARLOWE M. STAFFORD,

Sacramento-San Joaquin Water Supervisor

GORDON ZANDER, Adjudication, Water Distribution

R. H. JAMISON, Ventura County Investigations

Headquarters, 707 Forum Bldg., Sacramento, California

J. H. CLARKE, Auditor, Division of Engineering and

Irrigation, Water Rights and Architecture

56175 12-27 5100

CALIFORNIA STATE PRINTING OFFICE
SACRAMENTO. 19 2 7

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;i?Vi^i;f^r

official Journal of tlie Deportment of PuDllcwks
State of California

JAKUARY

19Q6

6 1928

Overllfail rn

it risniii licach, San Lui^

TABLE OF CONTENTS.

Picture on Front Cover — Murphy's grade on state higlnvay above Ang-els Camp on way

to Calaveras Big Trees just after a ten-inch snow storm. Page

AVater Issues of the Past Year — Everett N. Bryan 1

State Highways Need State Vision — J. P. Baumgartner 3

Highway Rights of Way — T. H. Dennis 5

The Women's Penitentiary — G. B. McDougal 6

Women Prisoners of San Quentin 7

Highway Budget and Program 8

Issues Involved in Highway Budgeting — Governor C. C Young 9

California's Change to Irrigation — J. J. Haley, Jr. 10

Teaching Landslides to Be Good 13

Editorials U

Legislative Water Committee Studies Areas for Surplus Water ITse ^ 16

State Eoad Men Perfect New Machines 17

Important Line Changes Are Perfected 18

New Bridge to Span San Joaquin 21

State Highway News and Comment 22

Removing Snow from Mountain Roads 24

r. S. Road Chief Tells Road Needs 25

Re])ort on Study of Low Cost Roads 26

Big Lagoon Trestle, Humboldt County.

One source of summer water supply. View of snow coverert mountains in Mono County, showing a movie

outfit on location causlit in snuw.

Outstanding Water Issues in State

As They Developed in the Past Year

By Everett N. Bryan, Deputy Cliief of Division of Water Rights.

THE ACTION taken by the United States
Supreme Court in the Herminghaus
case, the passage of Assembly Constitu-
tional Amendment No. 27, and the appropria-
tion of water by the Department of Finance
under Chapter 286, Statutes 1927, in further-
ance of the so-called coordinated plan for the

development o f
California's water
resources were
three outstanding
events during 1927
affecting water
rights.

THE HERMINGHAUS

CASE

By its action in
the Herminghaus
case the United
States Supreme
C o u r t indicated
that it did not
deem the contro-
versy in California
over riparian and
a p p r 0 p r i a t i V e
water rights in-
voked a federal
jurisdiction. This decision blasted whatever
hope may have existed that relief might be
found through the federal courts from the
blighting effect upon development of Cali-
fornia's water resources effected by the Lux
vs. Haggin decision and the train of decisions
following which terminated in the now famous

case of Her)ninghaiis et al. vs. Southern Cali-
fornia Edison Company. It became plain
that within the state itself must be found
whatever relief was to be had from a situation
which made the favored land owners border-
ing the streams of California the absolute
owners of the water flowing therein, except
in so far as prescriptive rights had already
been acquired by others. This decision makes

Everett N. Bryan.

Lost Creek Dam of Oroville-Wyandotte Irrigation
District.

those landowners bordering streams flowing
under such conditions as San Joaquin River
the absolute owners of the water flowing
therein, exce])t in so far as prescriptive rights
had already been acquired by others.

PROPOSED CONSTITUTIONAL AMENDMENT

Popular apprehension of this fact led to the
enactment of Assembly Constitutional Amend-
ment No. 27 which will be submitted to the
electors at the general election next November.

(WLIFORMA IfiainVAYS AM) PUBLIC H'OV^/v'.s'.

]>y this constitutional aiuenduuMit it is i)ro-
posed that the i)eople of California shall
declare "that because of the conditions pre-
vailinji' in this state the general welfare
i'e(iuires that the water resources of the state
be put to beneficial use to the fullest extent
of which they are capable and that the waste
or unreasonable use, or unreasonable method
of use of water be prevented." In other
words it is proposed not to take away from
tlie riparian owner his right to use water but
tliat he shall be governed in his use of water
l)y considerations as to reasonableness of use
as is tlie ap])ropriator.

STATE FILINOS

It is a generally recognized fact that geo-
graphically speaking also California's water
resources are not evenly distributed through-
out the state. In certain portions of the state
thei-e is an over-abundance of water. In other
l)ortions there is a deficiency. If the fullest
l)racticable development of the state's water
i-esources is to be realized it is imperative
tlierefore that some system be evolved whereby
the earlier developments will be prevented
from placing any unnecessary obstacles in the
wav of those developments which are to follow.
Chapter 286, Statutes 1927, was therefore
enacted by the legislature enabling the
Department of Finance to make such appro-
]u-iations prior to May 29, 1928, as in the
judgment of that department are or may be
"required in the development and completion
of the whole or any part of a general or
coordinated plan looking towards the develop-
ment, utilization or conservation of the water
resources of the state." Pursuant to this
enactment there were filed with the Division
of Water Rights by the State Department of
Finance on July 30, 1927, twenty-fiA^e applica-
tions for agricultural and power purposes
affecting forty-two different streams.

TWO CHIEF PROBLEMS

Fortunately for the State of California it
lias but recently passed through an era of
unprecedented water resource development
and existing programs for further develop-
ment of both power and agricultural projects
are well in advance of present needs. As a
result the state now finds itself in a position
where it may safely pause for a moment to
work out a solution of the two difficult water
]u-oblems with which it is confronted — i.e.,
how best to dispose of the riparian rights
({uestion, and how best to lay a sane and
appropriate foundation for the ultimate
fullest possible realization of the bounteous
water resource development of which the state
is capable.

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Plate 2.

WHAT PLATES SPIOW

The feverish activity in all lines of develop-
ment during the years 1919 to 1923 included
many large appropriations. Activity in
smaller appro))riations persisted during 1924
but since that time — until the large appropria-
tions by the state were made in July, 1927 —
the activity in appropriations has continued
more along the lines of a pre-war basis. These
facts are well illustrated by analysis of
plates 1 and 2.

Examination of the graph on Plate 1 indi-
cates the reduction in rate of receipt of
applications since 1924 and also the uni-
formity of rate of receipt since that time.
It indicates furthermore that since 1922
actions have exceeded receipts, and a conse-
quent reduction in the number of pending
cases has resulted.

The inclination of the curve showing "total
second-feet applied for" on Plate 2 indicates
the rate at which appropriations have been
made in terms of second-feet. The rapid rate

(Continued on i>age 28.)

CALIFORNIA HKIIIWAYR AM) I'l HLIC WOh'KS.

State Highways Need State Vision

(U)iininssi<)ii(r I>(U(iu(/(irf iicr (fires his Job I he Once Over

By J. P. Baumgartner, Member of the California Hif?li\vay Commission.

"W'E

ITIIOT'T vifsion, people perish.''

vewise, witliout vision, no big-
lon<>-(lrawn-oiit job can be well
done. And even vision doesn't help nincli in
pnblie work nnless the ]niblic as well as its
employees get the vision. However mnch vision
former highway commissions may have had,
they have been seriously
handicapped because either
tlie peo]ile or their legisla-
tive representatives have not
had the vision, or at least
have not been successful in
translating the vision into
practical results in the way
of providing an adequate
and continuous flow of funds
for highway work. Perhaps
none of us at any time has
looked far enough ahead or
ever realized the tremendous
growth in population and
traffic that has come and is
still coming.

Under the hitherto stop-
and-start, never-know-what-
to-ex])ect-or-rely-upon sys-
tem of financing, the Cali-
fornia Highway Commis-
sions of the past have done
wonders, and the people of
California should join the
present Highway Commis-
sion in expressing its grati-
tude for what has been ac-
com]ilished.

The job that this particu-
lar Highway Commission
has on its hands is to plan
for and at least make a
g'ood beginning toward the completion of
the system of state highways to which the
commonwealth is both morally and legally
committed.

A large part of this commitment dates
back many years, even to the beginning of
state highways in California — that is to say,
many state highways provided for by the first
issue of state highway bonds have not yet
been constructed. Only a little more than
half of the 6500 miles of state highways pro-
vided for bv the three bond issues and bv

J. p. Baumgartxer

legislative action have been graded, and less
than lialf have been ]iaved. So it may readily
be seen that the ])resent Highway (Commission
and its successors for several years to come
will have their hands full.

What the present Highway Commission
mainly has been trying to do during the past
year is to find out just what
its job is and how best to do
it. Of course it has also had
to take care of a large
amount of maintenance, re-
construction and new con-
struction work. But owing
to the practical exhaustion
of funds available for new
construction, and the fact
that maintenance and, to
some extent, reconstruction
go on somewhat automatic-
ally through the engineering
department, the Commission
has been enabled to make a
pretty thorough physical
survey of the state highway
system, and to study finan-
cial, engineering, popula-
tion, traffic and other ])rob-
lems involved.

The Commission has felt
that if it could plan and
program pretty definitely
the work to be done during
its official incumbency, it
would thereby establish a
precedent of order, system
and equitability that would
not only mark its own ad-
ministration wdth a fair
degree of efficiency, but
would greatly smooth the pathway for suc-
ceeding highway commissions. To that end
the Commission has conscientiously striven
to vision the whole tremendous job of com-
pleting the entire system of state highways,
and to have the puMic share that vision.
Nor has it stopped there ; it has looked far
into the future and tried to visualize, with
some measure of practicability, an adequate
state highway system for a population and an
industrial and social development approach-
ing the saturation capacity of the Pacific coast.

(WLiroRMA IIiailWAYS AM) I'lHLIC WOh'hS.

A good .start on tliis work of plan and pro-
gram lias been made by the budget and
allocation schedule under consideration by
the Commission at the time this article is
written, and which, no doubt, will have been
officially revised, adopted and made public
before this article is published.

Tn addition to this careful budgeting and
allocation of a total revenue of $15,100,000
for new construction during the seventy-ninth
and eightieth fiscal years, it is my personal
understanding and belief that the Commission
has fully decided, with the hearty a])])roval
of the Director of Public Works, that it will
try very hard to do certain things and that
po.sitively it will not do certain things.

It will exert every effort, consistent with
good engineering and construction principles,
and in proportion to the funds available, to
l)egin to finish the state highway system as
originally ])lanned in the 1909 bond issue and
succeeding measures.

It will build state roads only, and will not
add or sanction — nor ])ermit if it can pre-
vent— the addition of other roads to the state
system until all those now in the system have
been built. Of course that will not be in our
official day but we may reasonably hope and
believe that there will be better men than we
are to "carry on" when we beyond the official
vale liave passed.

Precedence in the order of road building
will mainly be governed by present and
l)rosi)ective traffic requirements and neces-
sities, rather than by ancient legislative
action, though that is not saying that no con-
sideration whatever will be given to existing
theoretical obligations.

No state roads will be built on inadequate
rights of way, and the yardstick by which
adequacy is measured will be as long as the
span of future years that human judgment
can reasonably compass.

State roads in future will seek to avoid
|)assing through cities and towns, and will
sti-ive towards the ideal of straiglit lines.
Certainly they will not be turned and tortured
and twisted by political or personal pull, or
diverted by sectional rivalry or jealousy.
They will not .side-ste]) heavy grading or
ex])ensive rights of way for the sake of
immediate ai)parent economy at the expense
of ultimate real economy. Under i)resent and
prospective tratfic conditions often the road
that costs the most is the most economical.

This enumeration might be extended
indefinitely by going into details, but as it is,
after all, mainly an expression of my own
opinion — though I believe it is, essentially,
also a fair interi)retati()n of the attitude of

the Highway Commission and the Director
of Public Works — it may well be ended with-
out further elaboration.

One of the discouraging aspects of high-
way commission work has been — and, to a
large extent, still is — the difficulty, almost
the impossibility, of getting the average
citizen to look far enough ahead or even to
see the whole of the present picture. The
Commission is absolutely deluged Avitli
requests, petitions, resolutions, even demands,
on behalf of projects largely, and sometimes
wholly, of a local character; and even when
]:)rojects of state-wide importance are pre-
sented it is painfully apimrent, in most
instances, that the spotlights turned u]ion
them are fueled almost wholly with the oil of
local selfishness.

While it is notably and encouragingly true
that many of those with whom we come in
contact on tours of inspection and in public
meetings are broadminded and fair in their
attitude, and can and do bring themselves
sincerely to the ])oint of view that the interests
of state-wide and interstate traffic are, in the
last analysis, paramount to and promotive
of the interests of local traffic, they are not
aggressive, insistent and initiative, as are those
who are obsessed with the conviction that the
I'oad that runs pa.st their front gate is the
most important road in the state. Until the
bi'oadminded view becomes more general and
more aggressive, the Highway Commission
will have a hard row to hoe ; for it is
thoroughly and irrevocably and completely
committed to the proposition that state high-
ways shall be really and truly what their
name implies, and shall be ]ilanned and con-
structed with the interests of the entire state
in fair and eciuitable eomi)rehension.

Another factor in the problem of highway
construction that must be clearly revealed to
and comprehended by the public is that it
costs about four times as much now as it did
in the early days of state highways to con-
struct a mile of road. In other words, we can
iu)w construct only one mile of highway with
the money that used to construct four miles.
For not only do labor and materials cost much
more but roads must be wider and stronger
and straighter and more nearly level to meet
present day necessities, not to say demands,
of traffic.

And tliis brings up another point on which
the public should get the right point of view.
Over and over the comi)laint comes to the
Highway Commission that this or that road
was in-ovided for in this or that bond issue
and has not yet been built. Superficially

(("ontimicd on iKise 29.)

CMJ I'Oh'.M A llKlinVAYS AXD PI lil./c \\(>/>'l<s.

The Highway Right of Way:

How Wide Should It Be and How

Should the Width Be Utilized?

Bit T. H. Dennis, Acting Maintenance Engineer, Califurnia JJivision of Highways.

T. H. Dexxis.

THE DEVELOPIMENT of California's
lii<ihway system has been marked by
new })roblems periodically arising and
frequently the result of the traffic that the
roads themselves have created.

Today probably
one of the most
important of these
problems has to do
with the p rope r
width of the high-
way right of way,
and its correlated
problem, the
proper utilization
of that width.

Tliis article has
to do with the
jn'omise that the
eightj^-foot right of
way offers for both
pavement development and adequate space
reservation for trees, sidewalks and pole lines.
Let it be first noted that the eighty-foot
right of way provides a pavement space
between curbs that will permit of fifty-six-
foot pavement developments.

This in turn provides for four ten-foot
traffic lanes with an eight-foot space on
either side reserved for parking. This park-
ing space can also be utilized for the installa-
tion of underground service utilities. Their
frequent installation and inspection at this
location will jn-esent less interference with
both auto and pedestrian traffic.

Based on the assumption that a four-lane
road will carry approximately three thousand
vehicles per hour and that the peak repre-
.sents 10 per cent of the sixteen-hour traffic,
this design should satisfy all but a few loca-
tions adjacent to the larger population cen-
ters, at which points possibly a ])arallel road
would be necessary.

In the design trees are placed adjacent to the
curbs, power and telephone poles at the right
of way boundary, the space between being-
reserved for sidewalk purposes. While the
relative position of the poles and trees and
the jiroposed height of their development has

The proper utilization of the highway right
of way to provide for the ultimate development
dictated by traffic, and the accommodation of
encroachments more or less associated with this
development, such as trees, pole lines and service
utilities, should be definitely determined.

The necessity and importance of this step will
be understood when it is realized that present
studies indicate traffic will more than double
within the next fifteen years and that approxi-
mately 90 per cent of our right of way does not
exceed sixty feet in width.

The design adopted should not only satisfy the
major requirements, but the locations of the
various factors in it should be along such lines
and grades as will permit their inclusion when
additional rights of way become necessary.

The determination of where additional rights
of way are necessary should be made at once, as
it is not unreasonable for an abutting property
owner to require our plan of design in order
that he may build with the assurance that his
improvements are permanent.

invited the objections of various pole com-
panies, I believe the design is sound, being-
dictated both by economic and aesthetic
reasons.

The designation of our highways as boule-
A^ards by the various counties has done much
to expedite the movement of traffic and it is
hoped the adoption of this ordinance will
become uniform as its general observance by
drivers indicates its soundness.

The installation of gasoline pumps is no
longer permitted within our right of way, as
it invites congestion of traffic with its attend-
ant hazards.

Signs within our right of way should be
limited to warning and directional, their
uniformity of tj^pe and location being such as
to invite the driver's immediate attention and
observance.

The growth of .small business adjacent to
our highways, while it astoni.shes, is no more
than the natural trend induced by this
traffic. Here each owner is a potential mer-
chant, who, without the obligation of ser^dce,
freights or rents, can market his products to
customers who drive past his door. Compe-
tition is keen and advertising signs often

(Continued on page 15.)

CALIFORMA n/dHWAY,^ A\l> I'l lll.lc WOJx'KS.

The New Women's Penitentiary

By CiKo. B. Mrl'uuGALL. Chief of the Oixision of Arc'hite(Hure.

k LL female prisoners of the state are
/\ detained at San Quentin. Due to the
-" ^ entire inadequacy of the quarters for
women originally provided there, provision
was made for the construction of the present
women's building which M'as completed and
oceu]>ied about the middle of 1927.

So far as I have been able to learn this
building is unique, there being no other such
building in the country. There are federal
and other penal institutions for women in the
nature of industrial farms for women, but
tliese are entirely independent and rather
large institutions, housing inmates to the num-
ber of several hundred. The number of
female prisoners at San Quentin is about 90
and this is the largest number the state has at
any time had. The capacity of the women's
building is sufficient to house about 120
inmates.

IS SEPARATE PRISON

So far as management and control are
concpi'iied, the women's building is a ])art of

the Stat e
P r i s 0 n at
San Quen-
tin w h i c h
p r a ctically
e 1 i m i nates
special over-
h e a d e x -
jX'use from
the cost of
its mainte-
lumce. Not-
w i t h stand-
ing this the
building is
so i)laced on
l)rison prop-
erty as to be
wholly sei)a-
rate from the remainder of the prison, as com-
pletely so as if it were located in another
county, and is so planned as to building itself
and its sni'i-oundings as to be entirely self-
contained.

TYPE OF CONSTRUCTION

Due to the limited ground area available
for its site, it was necessary to make tlie build-
ing as compact as possible. It is three stories
in height and its over-all dimensions are about

.James Holohan.
Warden of San Quentin.

12') feet by 142 feet. Its architecture is
Renaissance, its appearance being pleasing
uotAvithstanding an entire absence of any
elaborateness of treatment. It is dignified
and not severe, the only exterior evidence of
its actual character as a prison being the steel

I it M, Pi PI

Front vie\v of Women's Prison at San Quentin.

bar grilles in the openings. The building is
what the San Francisco building ordinances
describe as "Class B" construction. It has
a reinforced concrete skeleton frame and
reinforced concrete walls and floors including
the ceiling of the third story. The main roofs
are covered with slate. It is therefore of
entirely ]^ermanent materials and so far as it
is possible to make a building so, is fire and
eartlupiake resisting. The building is so
]ilanned that all areas throughout are
abundantly supplied with daylight, sun, and
natural ventilation. The artificial heating and
also steam for heating water are supplied by
the boiler ])lant of the main institution.

There is no basement exce])t a compara-
tively small area re(piired for mechanical
equipment.

ARRANGEMENT OF BUILDING

The first floor has two entrances from the
outside, one in front and the other in the
rear, the former for the admission of the
public and of new inmates and the latter for
the ingress and egress of the inmates and for
the bringing in of necessary supplies. Adja-
cent to the main front entrance are six rooms
for administrative ])urposes: a visiting room,

(Continued on page 31.)

C A/./I'dh'MA IlKUnVAYS AM) I'llUJC llOA'AN.

Women Prisoners of San Quentin

Is THERE any distinctive criminal type
among women?
What are the animating causes that
lead to crime among women?

AVhat do women prisoners most need?

These are the questions asked of Miss
Josephine Jackson of the women's neAv prison
at San Quentin, where M'omen convieted of
felony in California are incarcerated. For
eleven years she has been superintendent in
charge of the women prisoners at San Quen-
tin. She has seen them come and go, talked
to them and counseled with them, and knows
as no other woman in the West the psychology
of the woman prisoner. And here are some of
her conclusions :

"There is no criminal type among
women prisoners, ' ' says ]\Iiss Jackson. ' ' They
present no peculiar psychology. Crime
among women generally follows an uncon-
trolled impulse, in which the women leave the
usual path of life, make a detour into crime,
without thought of the results that follow."

The predominant influences that leads to
crime among women, j\Iiss Jackson asserts,
are two : First, love of finery, leading to lar-
ceny, embezzlement, or some crime involving
an attempt to get money to
buy the coveted finery ; and
second, revenge springing
from jealousy.

Here are some further ob-
servations Miss Jackson
makes :

Women prisoners are gen-
erally docile and there is no
discipline problem among
them. They show a great
loA'e for flowers, and are ex-
ceptionally kind to animals.
They like to adorn their cells
with curtains, pictures, and
such ornaments as they can
obtain.

On the other hand these
same women will show an
astonishing calmness in talk-
ing of the crimes that they
have committed. She ac-
counts for this in that the
various preliminaries that
precede their trial and the
trial itself have accustomed , . . ^

,, . .^ A. 1 . Interior view of

them to the storv and to a Pri

certain extent calloused them to its details.

What the women of San Quentin chiefly
need is work. And they plead for industries
that are colorful and interesting. Such indus-

iliss Josephine M. Jackson, Suptrintenilent of
Women's Prison.

tries reawaken pride in the prisoners while
drab industry deadens it.

Manj^ of the women who come to San Quen-
tin are girls who, for one reason or another,
leave their homes at an early
age, and start to drift around
the country, working at
various employments. Few
of the professionally im-
moral type, she declares, are
found in the penitentiary.
This class is found more fre-
quently in the eountj^ and
city jails.

Most of the women prison-
ers who are released upon
parole make good.

Just as the average age of
the male prisoner is less than
a few years ago, there has
been a tendency for increas-
ing crime among girls and
young women. Thus on De-
cember 1, 1927, the women
prisoners in San Quentin
were classified as to age as
follows : Under 20 vears, 2 ;
20 to 24 vears. 12; '25 to 29
years, 19 ; 30 to 34 years, 21 ;
35 to 39 years, 1-1 ; 40 to 44
years, 8 ; 45 to 49 years, 9 ;

(Continued on page 12.)

ceU in Women's
son.

CM. I FORMA JIKllIWAY^ AM) PritLIC irO/.'A'N'.

California's First Complete

Highway Budget and Program

THE California Highway Commission at
its meeting on January 12tli adopted the
budget for highway construction, recon-
struction and widening for the biennial period
extending from July 1, 1927, to June 30, 1929.

The Department of Public Works was
requested by the California Highway Com-
mission to prepare a budget for the allocation
of $1,000,000 federal aid money, this budget
to be presented at the next meeting of the
Connnission, and to be accompanied by an
opinion of Attorney General U. S. Webb as
to the legality of its allocation. This budget
is to contain $'350,000 for the Skyline boule-
vard and a proportionate allocation to
southern California roads under the per-
centage requirement of the Breed bill, as
follows: San Diego-El Centro, Mecca-Blythe,
Daggett-Needles, Mojave-Bishop.

The budget thus adopted becomes the pro-
gram for highway construction activities for
the period it covers. It marks the first time
in the history of California that a complete
]u-ogram of highway construction activities
lias been adopted and made public prior to
llie execution of the program.

The budget includes new construction pro-
jects made possible througli tlie one-cent gaso-
line tax bill i)assed by the last legislature and
a])proved by (iovernor Young. The first
revenues available under tliis bill were paid
into the state treasury in December. It also
incorporates the widening and reconstruction
budget adopted by the 1927 legislature, the
])rojects in ^vhich are payable from the state's
sluire of the previously enacted two-cent
gasoline tax.

The allocation of construction funds pay-
able from the one-cent gasoline tax funds is
made under the terms of the Breed bill. The
total revenue that it is estimated will be
derived from this bill for the period of the
biennium is $15,100,000. The maintenance,
widening and reconstruction program involves
total estimated expenditures of $27,100,000.

In addition to this, revenues derived from
repayment on federal aid projects will be

devoted to convict camp work. The amount
of federal aid thus received during the bien-
nium is estimated at $4,969,412. No specific
allocation of funds to convict camp projects
has been made, but it is planned to maintain
convict camps on the following highways:

Trinity lateral : Red Bluff-Su.sanville-
Purdy lateral ; Redding- Alturas lateral ;
Tahoe-llkiah highway (Lake County) ; Yosem-
ite lateral ; (*armel-San Simeon highway
(jNIonterey County); Feather River lateral;
Kings River Canyon and Ridge Route relo-
cation.

Money will be allocated to the convict camps
from time to time as the need develops and
the work progresses.

The estimated total of highway expendi-
tures for the biennium (July 1, 1927, to June
30, 1929), from all funds and including all
purposes accordingly is $47,169,512.

The California HigliAvay Commission has
allotted the $15,100,000 that it is estimated
the one-cent gasoline tax will raise during
the biennium, to new construction projects,
in northern and southern counties under the
percentage terms prescribed in the Breed bill
as f ollo"\vs :

Northern Counties.

For i)rim;ir,v mad projocts (54.7% of

75% of moiipy raised under bill) $G,194,775 00

For secondary road pro.iocts (50% of

257,; "t money raised under bill)__ 1.887,500 00

Total for north .$8,082,275 00

Southern Counties.

For iiriniary road proj(>cts (45..">% of

75% of money raised under bill) __.$.5, 1.30,225 00
For secondary roads (50% of 25% of

money raised under bill) 1 1,887,.500 00

Total U

>uth_

-.$7,017,225 00

The Commission also instructed the secre-
tary to inform city officials of San Diego that
if that city would obtain rights of way and
grade the Rose Canyon road to state standards
the state would pave such road.

The budget was presented to the California
Highway Commission by B. B. Meek, Direc-
tor of the State Department of Public Works.

(Continued on page 38.)

C M.I I'oh'MA IIKlll W \) s A \ l> l-riil.lc \\(H,'I\S.

Issues Involved in Highway

Budgeting: Traffic Pressure or

Political Pressure — Which?

By C. C. Young, Governor of California.

Foil THE FIRST Tl.ME in the history of
Calit'oriiia, a budget is being published
in which a complete biennium's pro-
gram of new highway construction is mapped
out in advance of any call for bids or award
of contracts.

The publication of this budget supplements
and completes the highway portion of the
1927 legislative budget, which contained only
items of highway reconstruction and is in ac-
cordance with the policy of budgeting every
dollar of public expenditure, without the
exemption of any state activity. This policy
is based upon the premise that the state is the
servant of the people, that the funds which
are being spent are public funds, and that the
people are entitled to every fact regarding
any and all proposed expenditures in advance
of their actual disbursement.

Before the inclusion of reconstruction and
widening projects in the 1927 legislative
budget, state highway expenditures had never
been budgeted in any way whatever. Aside
from possible political considerations, wdiich,
of course, should have nothing to do with a
budget of this kind, the reason for this past
omission probably w-as twofold.

First was a natural objection to budgeting,
based upon the fact that the "stop-go"
metliod of financing the partial construction
or final completion of state highways made it
difficult to promise specific projects with any
certainty of performance.

A second objection w^as undoubtedly due to
the fact that highway officials sought to avoid
the pressure which they knew communities
would exert to advance projects of local
in-eferment, if public notice of a proposed
highway program was given.

With continuous financing assured through
the passage and approval of the one-cent gaso-
line tax for new highway construction, there
is no longer the uncertainty which has existed
in past years as to the state 's ability to finance
an orderly and definite program of road build-
ing.

This disposes of the first objection, but it
remains yet to be proven wdiether the second
objection to highway budgeting is a valid one.

Will the communities, cities and counties
of the state, realizing that "the game is being
played with all the cards face up on the
table," accept the decision on the part of our
highway authorities as to sequence and pri-
ority of construction, as representing an in-
formed, fair and unbiased attempt to develop
the state's highway s^^stem in a proper and
businesslike manner ?

Will the people be willing to substitute
traffic pressure for political pressure as a
basis for framing road programs?

I have faith enougli in the people of Cali-
fornia to believe that they will.

Two facts must be remembered :

The first of these facts is that the entire
road system of the state can not be built in
any one year, though it will all eventually be
built. This budget for the present biennium
having been adopted, studies will immediately
be commenced to determine the next most
pressing needs in preparation for the budget
of next biennium. This new budget, more-
over, wull be prepared during the present
year.

The second fact is that the gasoline tax
assures the automatic replenishment of state
road money, and should eliminate the fear
which communities in the past have felt that
highway bond funds would be exhausted
before their particular roads got their share
of the bond issue.

Be that as it may, the people of our state
now for the first time have before them a
complete highway budget, covering the first
biennium of our new highway construction.
This budget is the result of many months of
intensive study and untold hours of careful
weighing of comparative necessities. It rep-
resents the informed conclusions of those who
are in a position to know best the needs of
California's highway system.

Further than this, it represents an impor-
tant step forward in an endeavor to bring
knowledge of the government of California to
the people of California concerning one of the
state's most important functions. In this
endeavor, to what extent may we count on
the public's approval and support?

10

ni.IFOTx'MA niCmVAYfi AXD PUBLIC WORK.^.

The Story of California's Change

To Irrigation from Dry Farming

By J. J. Halet, Jr.j Deputy Chief of the Division of Engineering- and Irrigation.

J. J. HaleYj Jr.

CALIFORNIA, second in area, but first
among the states of the Union in value
of natural resources, satisfied the ever-
increasing demand made upon it for its agri-
cultural products, that occurred prior to 1885,
almost entireh^ by dry farming additional
areas of land each succeeding vear.

With 23,000,000
acres of arable land
in the state, the
extension of agricul-
ture to new lands
stopped at 12,000,-
000 acres. Since the
d e m a n d for the
products of the agri-
culturist continued
to increase, and at
an accelerated rate,
after the expansion
of the farming area
had ceased, every
circumstance a n d
condition existed for
tlie continuance of the extension of agriculture
to new areas if it were possible. As a result of
tlie unprofitable farming conditions obtaining
on the remaining uncropped 11,000,000 acres,
the area under cultivation did not further
increase. The experience of the practical
agriculturist limited the total area farmed to
12,000,000 acres. Statistics indicate tliat with
the 12,000,000 acres cultivated, all of the
state's agricultural area with sufficient nat-
ural moisture to mature a profitable crop had
been brought into use, together Avith some
additional areas having inadequate natural
moisture, but for which accessory supplies
were developed economically.

LIMIT REACHED IN 1885

Tliis limit to tlie area in improved farms
was readied in the year 1885. Prior to this,
the tilled area had expanded in leaps and
bounds from tlie great impetus given to farm-
ing enterprises that followed the worldwide
movement to this state after the discovery of
gold at the midway point of the last century.
This enlargement of the farmed area con-
tinued at a rapid rate for a third of a century,
tlien slackening, it ceased about 1885.

IRRIGATION BEGINNINGS

During tlie period that this area was being

brought under cultivation, 1850-1885, irriga-
tion was practiced to some extent. As early
as 1856 water was applied to supplement the
natural soil moisture, but no great develop-
ment in irrigation occurred until the early
eighties, when dry farming had reached its
limit. In 1885, there were less than 1,000,000
acres under irrigation, while in 1909, when
tlie phenomenal growth in irrigation expan-
sion began, there was approximately 2,600,000
acres under irrigation. This area has steadily
increased until now we have nearly 6,000,000
acres of irrigated land in California.

This expansion in the irrigated area reflects
the value of the scientific application of water
to the soil for growing crops, and the vital
importance of water in the economic develop-
ment of California is forcibly presented in
the history of the state's production, and the
position it has attained among tlie wealth
producing states of the nation.

AREA FARMED ABOUT SAME

The advance of California to so favorable
a comparison in agricultural output with the
other states of the Union has not been made
by any material increase in the total area in
improved farms, but rather by the application
of water to areas deficient in natural soil
moisture. Although there are 23,000,000
acres of land susceptible of agriculture
Avithin the state's borders, the enlargement
of tlie area tilled ceased when but half of the
total had been brought under cultivation.
As a result of the unprofitable farming condi-
tions obtaining on the remaining millions of
acres, the area under cultivation did not
further enlarge ; the experience of the practi-
cal farmer limited the total cultivated to but
half the agricultural lands. Some additional
areas, having inadequate natural moisture,
have since been added to the total area of
improved farms by developing accessory
Avater supplies, but the abandonment of other
areas previously farmed haA^e compensated in
their summation so that the total acreage in
improA^ed farms has remained practically
unchanged.

CREDIT DUE TO WATER

It ma.y be thus seen that the phenomenal
agricultural groAvth of California is due not
to an increase in its cultivable acreage, but
rather to irrigation, the scientific application

CMJFOh'M A IIK.inVWS AM) I'llllJC llO/.'A'.s'.

11

of water to the fertile ap-rienUural soils
already fanned to siip]ileinent the natural
moisture. The abundant soil moisture
obtained through the supplementary supplies
has enabled the responsive soils of California
to i)roduee manyfold under irrigation. In
this way the state has continued to respond
to the constantly increased demand for its
farm products, and in this way the potent
possibilities of California's farm lands are
being invoked to a
yield greater in value
than in any other
state of the Union.

IRRIGATION DISTRICTS

This rapid expan-
sion of the irrigated
a r e a in California
has largely been
accomplished through
the organization of
irrigation districts
for m e d under the
state law commonly
known as the Wright
Act, originally passed
in 1887. 'Many
amendments have
been made to this act,
but the fundamental
objections to it were
not corrected until
1897, and it was not
until 1909 that the
organization, develop-
ment and growth of
irrigation districts in
California began to
increase at a rapid
rate.

GUARDED BY STATE

The development of
irrigation, and its
related problems,
which have and are
now playing so im-
portant a part in the
phenomenal g r o w^ t h
of California, is the
major function of the
Division of Engineer-
ing and Irrigation of
t h e Department o f
Public Works. Since
1885, the limit of the
dry farming period,
the State Engineer
and his staff have

"EVEN MORE THAN IN THE PAST will
the future be concerned in the expansion of
irrigation to additional acres of land in Cali-
fornia," writes J. J. Haley, Jr., Deputy Chief
of the Division of Engineering and irrigation, in
this article. He tells here of the development
of irrigation in California. Here are some of
the high points in the story of the conversion
of California from a dry farming state to a
commonwealth of high yielding crops, the
result of scientific irrigation.

Dry farming predominated in California up
to 1885. The total area thus farmed was
approximately 12,000,000 acres.

In 1885 when the limit of dry farming was
reached there was less than 1,000,000 acres of
land under irrigation in California.

By 1909 this had increased to 2,600,000 acres
of land under irrigation. At the present time
there are over 6,000,000 acres of irrigated land
in Califonia.

The total area of cultivated land in California
still remains about 12,000,000 acres, the figure
at which the dry farming limit was reached in
1885. But there has been an enormous increase
in the value of the crops that this acreage
produces, which reflects the development of
scientific irrigation.

The great development of irrigation in Cali-
fornia has been accomplished largely through
the organization of irrigation districts. The
first act for the organization of these districts
was enacted in 1887, but it was not until 1909
that the act had been so amended that irrigation
districts increased rapidly in number and area.

Experience has shown that state approval
and inspection is necessary for the planning
and construction of projects undertaken under
the irrigation district law; that state certifica-
tion is necessary in order to make the bonds
of these districts safe and salable. The first
of these functions falls to the Division of Engi-
neering of the State Department of Public
Works, the second to the California Bond Cer-
tification Commission, consisting of the Attor-
ney General, the State Engineer, and the
Superintendent of Banks.

There are now 114 irrigation districts in Cali-
fornia with a total area of 3,999,150 acres and
with a bonded indebtedness of $140,000,000.
This constitutes about two-thirds of the entire
area under irrigation in California.

The Water Storage District Act of 1921 and
the Water Conservation District Act of 1923
permit the organization of large areas in single
enterprise that overlap areas already organ-
ized in irrigation and reclamation districts for
the purposes indicated in the title of the acts.

been closely connected with the development
of irrigation in California, and even more
will the future increase the magnitude of his
duties and responsibilities in relation to this
problem, in the development of which the
state has played so important a part. Cali-
fornia has spent many thousands of dollars in
the investigation and study of irrigation
problems and the development of scientific
methods of applying water to the land,
making it possible for
the California agri-
culturist to develop
the fertile soils of the
state to their maxi-
mum productivity.

In making avail-
able to the agricul-
turist the supplemen-
tary waters necessary
for the intensive
irrigation of his
lands, it required the
construction of diver-
sion w 0 r k s, d a m s,
reservoirs, canals and
other works of such a
magnitude that their
initial cost prohibited
their being under-
taken by individuals.
In order to construct
these works and ade-
quately finance them
it has required asso-
ciated effort, which
has been made possi-
ble through the
California Irrigation
District Act passed in
1897, referred to
above, f u r t h e r
amended in 1913, and
the California Bond
Certification Act
passed in 1913.

SAFEGUARDING BONDS

These acts provide
for the approval of
organization of dis-
tricts and general
supervision of their
construction works by
the State Engineer,
and the approval and
certification of the
bonds as legal invest-
ments for savings
banks bv the Cali-

(■M.II'ORMA JUa/nVAYS \\n PUBLIC MOh'KS.

fornia Bond Certification Commission, con-
sisting of the Attorney General, Superintend-
ent of Banks and the State Engineer.

ii|M|j

Wit

1

b

wm

i

JMk;:jr' ~

K '^

^ • '■' . •"> -'■: 'i". '

''^■'it-

Typical Irrigation District Reservoir filled from
pumping plant near Pomona.

Experience gained prior to 1913 demon-
strated that for successful culmination of
effort the formation of these water-developing
])rojects required hy the agricultural expan-
sion of the state has needed state sanction ;
tlie bonds issued for salability and safety
liave needed state certification, and the ade-
(juacy of the water supplies to be developed,
the safety of the structures erected, the merit
of the entire proposals have demanded the
state's stamp of approval.

ONE HUNDRED FOURTEEN IRRIGATION DISTRICTS

There are now seven active irrigation dis-
tricts that were organized prior to 1897, but
none originated during the years 1897 to 1909.
Beginning in 1909, districts have been organ-
ized at an increasingly rapid rate until at
jiresent there are 114 irrigation districts in
California, comprising a total area of 3,999,-
150 acres whicli have voted approximately
$140,000,000 of bonds for the development of
their pi-ojects. Tliis is about two-tliirds of

the entire area under irrigation in California.
The great bulk of this development has
occurred since inclusions have been made in
the law for state supervision in the organiza-
tion of the districts and in financing and con-
structing their projects.

WATER STORAGE AND CONSERVATION

With the near completion of all the projects
wliose works consist for the most part of
storage dams for the individual project, or
of diversion d;ims and distribution canals,
necessity has arisen for the organization of
large areas in single enterprises that overlap
areas already organized in irrigation and
reclamation districts. The Water Storage
District Act of 1921 and the Water Conserva-
tion District Act of 1923 have resulted.

Even more than in the past will the future
be concerned in the expansion of irrigation to

Furrow irrigation in a cln-rr\- Diriianl in the
Sacramento Valley.

Basin irrigaticm in a ]irune orclULrd iii i.u .-^aniu
Clara Valley.

additional areas in California and the perfec-
tion of the supply for those lands now
watered. It is therefore essential that state
activities should be guided by thoughts for
the orderly and economical development of
its water resources, so that all the needs of
civilization for water may be supplied while
the predominant use for agriculture may
expand to the full limit of its Avealth-produe-
ing powers.

WOMEN PRISONERS OF SAN QUENTIN

(Continuftl from page 7.)

no to .")4 years, 4; 55 to 59 years, 3; 60 years
and over, 2. This gave a total population in
the women's ]u-ison of 94 prisoners, of an
average age of 34 years.

On the same day tliere were 3667 men in
San Quentin of an average age of 32 years.

A ffJii^oliiif sbortase is predicted for the year 2000,
hut hy that time the cars will be so thick they can't
move anvhow. so it doesn't matter. — /S7. Paul Pioneer-
Press.

(' \I.U'()h'MA lli(;il\\.\)\sA.\l> riliLIC WOh'KK.

13

Teaching Landslides to he Good

THE "educated landslide" is one of the
recent acliievments of California.
Up in Humboldt County, District
Engineer T. A. Bedford is training landslides
in the way they should go instead of allowing
them to clutter up the highways and block
traffic to the great inconvenience of travel and
the Greater disgust of Mr. Bedford.

A monitor at work.

Mr. Bedford does not claim that he has one
hundred per cent obedience from the land-
slides yet, but at least he can say that he is
schooling them into a greater sense of the
proprieties than they have shown in the past.

That credit should be given where credit is
due, it should be said that the pioneers who
first devised hydraulic mining pointed out
the way that has been follow^ed in schooling
these northern landslides in better manners.

The story was told at the December con-
ference of district engineers and department
heads held in San Francisco.

Pictures were shown of the Big Blue Slide
that so completely covered a portion of the
state highway in Humboldt County so that
in places not even an appearance of the high-
way was left. The slide area is a third of a
mile long, a fourth of a mile wide, and 400
feet high. The material was disintegrating
blue shale, marked with many cracks and
fissures. It is estimated that there will be
200,000 cubic yards of this material to move
in the next few years. It was up to the dis-
trict engineer to find some way of moving it
cheaply.

A 4-inch pipe line was brought from Fish
Creek with a 200-foot fall, and half mile dis-
tant from the slide. Two deep trenches are
sluiced into the mountain side, and so
arranged that thev converge into a sluicewav.

Tliese trenches catch the slide as it comes
down the mountain side and carry the
material into the sluiceway, a six- by five-foot
box with a lip on the upper end. These
trenches also drain the water out of the slide.

The sluiceway was on a one-to-four slope,
but Mr. Bedford recommends a one-to-three
slope so that the slide will automatically dis-
pose of itself without sluicing.

In the operations at the Big Blue slide
two men were employed rolling in the bigger
rocks into a sump which would hold several
yards of material. The rush of water and
mud carried these big rocks through.

Three men moved 300 cubic yards of
material per day, at a total cost of 10 cents
l)er cubic yard. This was distributed as fol-
lows : Wages, 4 cents ; transportation, 1 cent ;
sluiceways, 2 cents ; installation, 1 cent ; super-
vision, etc., 1 cent ; delays, 1 cent.

Mr. Bedford reports that wdien the trenches
are dug and the slides "trained" to follow
them, very little care is necessary. Last
winter 25,000 cubic yards of material went
through one of these sluiceways wdtli very
little attention.

The hydraulic method of slide removal is
also being used by ]\Ir. Bedford on the sand
bluffs near Trinidad in HiTmboldt County.
Thus far about 35,000 cubic yards of material
has been moved at this point at an average
cost of eight

cent

s a

cubic

vard.

It is

esti-

mated

that

there

are

about

150,-

000

cubic

y a r cl

s of

material

there

vet to

move.

The

wa,ter

was

b r 0 u g h t

from a creek

about

2000

feet

awav

bv a

single

stage

c e n-

t r i f

ugal

booster

pump driven

How material is collected and
disposed.
(Continued on page 20.)

14

CALJFOJx'X/A II/a/fWAYS AAf) PVliLIC WORKS.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS.

Official journal of the Department of Public Works,
State of California; published for the information of
the members of the department and the citizens of
California.

Editors of newspapers and others are privileged to
use matter contained herein. Cuts will be gladly loaned
upon request.

Bkrt B. Meek Director

George C. Mansfield Editor

Address communications to California Highways and
Public Works, P. O. Box 1103, Sacramento, California.

Vol. 5

JANUARY, 1928

No. 1

PBINCIPLES AND PFOBLEMS
IN HIGHWAY BUDGETING

On other ]5ag-e.s of California Highways
AND Public Works will be found a detailed,
statement of the state highway con.struction
program and budget for the biennium of July
1, 1927, to June 80, 1929.

The budget represents many hours of
thought and days spent in the collection of
data ui)on which the highway program could
be intelligently based. It may be of interest
to tell something of the principles upon which
California's first complete highway program
has been based and the problems that con-
front the budget makers.

The first requirement naturally has to do
with the income. IMoney must be available
before it can be spent. How much money will
be raised during the biennium by the various
laAvs through which highway finances are pro-
vided is the first (juestion that must be
answered.

The budget makers, in their estimate of
expenditures, must be governed by their esti-
mate of income. And this latter estimate has
to be conservative enough to assure income to
meet all obligations for expenditure, and yet
mast guard against the accumulation of exces-
sive, idle and unused balances.

The division of estimated income in accord-
ance with the re(piirements of the Breed law,
is the next step in the ]>rocess of budget mak-
ing. This reciuires a division of income upon
the basis of 75 per cent to Primary roads and
25 per cent to Secondary roads. It then re-
([uires the distribution of these funds on the
basis of 54.7 per cent of the Primary road
money to northern counties and 45.3 per cent
of such money to southern counties. The line
between these two groups of counties is the
northerly and westerly boundaries of San Luis
Obispo, Tulare, Inyo and ]\Iono counties. The
Secondary road money is divided between the
two groups of counties on a 50-50 basis.

Within these groups of counties, the distri-
bution of the funds lies within the discretion

of tlie California Highway Commission.
Recommendations are made to the Commis-
sion by the Director of the Department of
Public Works, who in turn in preparing the
budget recommendations is assisted and
advised by the engineering department of the
State Highway Commission.

Certain very definite principles prevail in
the preparation of the budget and its adoption
by the Highway Commission.

First, the character of state higliAvay work
requires its distribution over large areas of
the state, to meet the road requirements of
the state. This is. necessary both to prevent
undue disturbance with local labor and supply
conditions in any part of the state, and to
enable a balanced program of urban and rural
highway construction to go forward in an
orderly and economical manner.

Second, the allocation of funds to particu-
lar roads requires a most careful study of
varying conditions that may prevail on that
road to the end that the section or sections of
the road chosen for first improvement will
result in the greatest possible betterment to
the whole road, and the greatest possible
service to traffic on that highway. In other
words the budget is based upon a plan for the
progressive improvement of each road with
priority to sections that most require atten-
tion.

The final budget represents a most com-
prehensive consideration of the Avhole state
highway system, coupled with a most intensive
study of each road within that system.

Governor Young, in an article concerning
the highway budget that appears on another
page of this journal, put the matter tersely
when he wrote in the concluding paragraphs
this statement :

The people of our state now for the first time have
before them a complete highway budget, covering the
first biennium of our new highway constnietion. This
budget is the result of many months of intensive study
and untold hours of careful weighing of comparative
necessities. It represents the informed conclusious of
those who are in a position to know best the needs of
California's highway system.

Further than this, it represents an important step
forward in an endeavor to bring knowledge of the
government of California to the peoi)le of California
concerning one of the state's most important functions.

In this endeavor, to what extent may we count on
the ])ublic's ap])roval and support?

CONTRACTOBS BIDDING

BELOW ESTIMATED COST

Interesting facts relative to contracting
conditions are revealed by a study of the bids
received by the California Highway Commis-
sion on jobs during the months of October,
November and December of the vear 1927.

(A/.IFUHMA HIGHWAYS .l.\/> I'lBIAC WOKKS.

l.">

A total of 32 jobs were offered for contract
during- tlie period, npon wliich 211 bids were
receiA'ed, or an average of G.6 bids to tlie job.

The total estimate of the engineers on this
work was $1,664,819.31. The low bids
received bv the Commission totaled $1,439,-
616.06 or '$225,203.24 below the engineer's
estimates. Expressed otherwise the work was
contracted for at an average of 13.5 per cent
beloAV its estimated cost.

BOABS MAKE SXOW SPOBTS
POSSIBLE IX GALIFOBNIA

The cover design in this issue, contributed
to California Highways and Public Works
through the courtesy of the Stockton Chamber
of Commerce, shows a scene on one of the
state's popular highways for autoists both in
summer and winter. It reaches the higher
recreational regions of the Sierras, being one
of the main through mountain roads to
Nevada and intermediate points such as Tahoe,
Tioga Pass, Calaveras Big Trees, etc.

This particular section of the road shown
in the photo was relocated, graded and sur-
faced by the State Highway Commission in
1926 making it an all-year road as far as the
Big Trees of Calaveras. The new road elimi-
nates many bad turns and grades and is
so located that danger has been eliminated for
winter travel making it possible to hold winter
snow sports in the region traversed by the
road.

In January of each year the Boosters Club
of Angels Camp conduct a snow frolic at the
Big Trees, the event taking place on January
15th, this year. Thousands of autoists made
the trip on that day for the great diversity
of sport afforded including tobogganing, ski-
ing, bob sledding and snowballing.

RIGHT OF WAY WIDTHS

(Continued from page 5.)

employed. Our present policy permitting the
use of signs, providing they are affixed or
suspended from the owner's property, is
rapidly establishing a precedent, the ultimate
discontinuance of wliich will be productive
of considerable bitterness.

I believe the time is opportune for the
revoking of this privilege and the removal of
those now in place, as their object is admit-
tedly to attract the attention of traffic,
thereby adding to its hazards.

The equity and approval of small business
usurping the highway frontage to its peculiar
use is a problem which might be settled by

setback lines established either by legi.slative
action or conditional right of way deeds. The
width of such an establishment should, to
justify its purpose, provide service for a
traffic more or less local in character, inde-
pendent of the main through traffic. To
accom])lish this without a distinct separation
of the traffic lanes is hardly satisfactory, due
both to the intermittent floAV of traffic and the
tendency of local traffic to disrupt that of the
main line. A fifty-foot establishment on
either or both sides of the main highway
would provide for two lanes of traffic with
space reserved on either side adjacent to the
curbs for parking. Light posts and side-
walks should be placed between the curb and
property line. Trees have no place within
this space imless the section is more residen-
tial than business. Such an establishment
would permit the inclusion of the eighty-foot
design, the present space reserved to side-
walks, trees and poles, providing a separation
between the two lanes, with openings at fre-
quent intervals to provide a ready contact
Avith the main higliAvay. The resulting main
section would then assume the aspect of a
superhigliAvay devoted entirely to high speed
traffic Avith parking limited to the side estab-
lishments.

We have Avithin the highway system many
recreational roads whose charm and appeal
are largely dependent on the natural tree
groAvth. Each year fire loss of this asset
reminds us of the necessity for its protection.
Rights of way through these areas should be
increased to proAdde a ten-foot fire lane at
least fifty feet on either side of center. This
lane might be hidden from the roadAvay by
proper tree screens and might usefully serine
as bridle or foot paths. The clearing and
burning of brush and fallen logs Avithin this
area Avould not only please the eye but remove
a dangerous fire hazard.

To summarize my opinion on this subject :

The proper utilization of the highway
right of Avay to proAdde for the ultimate
development dictated by traffic, and the
accommodation of encroachments more or
less associated Avith this dcA-elopment, such as
trees, pole lines and service utilities, should
be definitely determined.

The necessity and importance of this step
Avill be understood Avhen it is realized that
present studies indicate traffic Avill more than
double Avithin the next fifteen years and that
approximately 90 per cent of our right of
Avay does not exceed 60 feet in Avidth.

The design adopted should not only satisfy
the major requirements, but the locations of

(Continued on page IT.)

It;

CALIFORXfl HlflHWAY,^ AXD ITIUJC WORKl^.

Legislative Water Committee

Studies Areas Where State s

Surplus Water Would be Used

FOLLOWING its first tour througli the
counties of northern California where
surplus waters are reported to exist, the
•loint Leo:islative Committee on the Coordina-
tion of the Water Resources of California vis-
ited jn-eas in December where the report on
the cbordination of such water supplies de-
clares a use for surplus water exists.

The trip of investigation, with its accom-
panying hearings, took the committee into the
industrial areas along the Carquinez Straits
and S u i s u n Bay;
through the Delta re-
gion, and then down
the east side of the
San Joaquin Valley
as far as Bakersfield.
The interest in the
issue under consider-
ation by the commit-
tee was shown by at-
tendance at meetings
and the open and
frank discussion of
the problems in-
volved.

The problems of
usage of these sur-
plus waters as they
developed during the
progress of the
Decem])er trip of the
committee might be summarized as follows :

1. Industrial uses. This covered the question of
eiicroacliiiig sjilt water upon the extensive ijidustries
of the t'artiuinez Straits and Suisun Bay I'egion ; the
(liiestion of the practicability of the solution of the
l)rol)leni l)y the erection of a salt water barrier ; the
investigation of the three sites i)roi)osed for such a
b;irrier. These sites with estimated maximum and
minimum costs depending upon the type of structure,
methods of construction, wlu^ther or not a bridge is
built over the barrier and other construction factors,
are as follows: San Tablo Point, from .$00,000,000
to .$S2.1( 10.000; Dillon Point, from .$38,000,000 to
.$'.»7.10(».00O; Army Point, from .$4(i,;U)0,000 to .$.>S,-
500,000.

2. Delta lands use. This covered a7i investigation
of the salinity of the delta area of the Sacramento
and San .Toa(iuiu rivers ; a discussion of the effect of
a salt water barrier up<»n levees in the delta region,
and the consideration of the (luestion of whether such
a barrier Avould increase seepage to the extent of
damaging delta lands. It appeared to be generally
agreed that 3500 second-feet of water released into

Legislative Committee on Coordination of the Water
Resources of California. Standing — left to right :
Assemblyman Frank W. Mixter, Exeter; As-
semblyman Van Bernard, Butte City ; Senator
H. C. Nelson, Eureka ; Assemblyman E. G.
Adams, Livingston ; Senator Ralph E. Swing,
San Bernardino ; Assemblyman B. S. Crittenden,
Tracy, chairman. Kneeling — 'Senator Edward A.
Mueller, El Cajon, Senator William R. Sharkey,
Martinez.

the delta from the Sacramento and San Joaquin rivers
would solve the salt water problem as far as delta
lands were concerned. The question was also dis-
cussed as to whether water impounded in mountain
dams and released during the summer for irrigation
served to increase the fresh water flow into the delta
region, or whether impounding of such water was
detrimental to these lands.

3. Transportation use. This discussion centered
around the effect upon river transportation of a salt
water barrier and the probable attitude of the U. S.
War Department relative to its erection. The matter
also was discussed as to whether the constant open-
ing of locks for vessels would not admit a dangerous
amount of salt water be-
hind the barrier. Figures
relative to the tonnage
carried on the Sacra-
mento and San Joaquin
rivers, a tonnage larger
than that of the Missis-
sippi River, were submit-
ted to the committee.

4. Irrigation use. This
lihase of the qu(>stion be-
came increasingly impor-
tant as the committee pro-
gressed down the San
Joaquin Valley. The dis-
cussion covered not only
the practicability of the
plan of bringing Sacra-
mento River waters into
the lower San Joaquin
Valley, the willingness of
present users with estab-
lished water rights to
"trade"' their water for
water "imported" into the
valley ; the adequacy of
present water supplies in the irrigation areas of the
east side San Joaquin Valley ; the extent to which
the water table is being lowered in the southern San
Joaquin Valley, and possibilities, if any, of replenish-
ment from local sources.

Edward Hyatt. Jr., State Engineer, ex-
plained the coordinated Avater plan. He
stated the report Avas tentative in its charac-
ter, covering engineering phases of the prob-
lem. The pitrpose of the hearings was ex-
plained by members of the committee.

]Mr. Hyatt outlined the report as far as the
San Joacpiin Valley Avas concerned as provid-
ing for a series of fourteen Ioaa^ lifts from the
delta into Avhich surplus waters of the Sacra-
mento River would be brought into a series of
reservoirs created by damming the San Joa-

(Continued on page 21.)

CM.ll'Oh'MA IlliniWW S Wn ]•! IH.IC WOl^'hS.

state Road Men Perfect New Machines

ArilASE of Califoniia liiglnvay work
to which but little attention has been
called is the improvement of road
macliinery and equi})ment, developing out of
abilitv of men connected with the Division of

View shiiwing: new grading attachment.

Highways and the problems that confront
them and require a practical solution.

In the accompanying article a description
is given of two devices recently perfected
by members of the Division of Highways.
These improvements have been thoroughly
tested and undoubtedly will be adopted by
road builders generally.

GRADER IMPROVEMENT

In the past, considerable time has been lost
in the process of shoulder grading due to the
necessity of removing the material graded
onto the pavement surface.

0. F. Georges, maintenance superintendent
of District III, has devised an auxiliary mold
board and leveling blade which removes this
material from the pavement surface and levels
it along the shoulder during the process of
grading, thus affecting a saving of one trip
with the equipment.

The attachment weighs approximately fifty

l)ounds and can be readily installed or
removed. Headquarters' shop is prepared
to make up this attachment for any type
grader at a cost of apiiroxinuitely $40.

Herein is a view of the "Georges Single
Trip" attachment showing it in operation.

POWDER LOADING DEVIGE

The accompanying sketch shows the design
and operation of a powder loading device per-
fected by M. L. Sullivan, superintendent of
construction, in charge of removal of blind
curves on the Kidge Route.

POWDEr> lOADING DeVICE
For Charg.nj honzonhl DnII holes

riott -

Dfsi'qnai and used byM L Suthvon Supf Consfn
m charge of Day l'gfif>nq' work on Ridqe fPoufs

DtsT vn LA 4C

:3c:

7 Discharge Outlet

^fCopper Tub:'g 20 lcr:g

This device was designed to overcome the
difficulty of loading horizontal drill holes
with black powder, and has proven very
successful on this job. Twenty-five pounds
of black powder have been placed in approxi-
mately one-half minute.

The method of operation is to pour the
powder from the can into the funnel shown
on sketch as "Powder Inlet." Then, on
releasing the compressed air, furnished by
the compressor on the job, through the one-
eighth-inch bronze needle valve, the powder
is carried through the 1-inch copper tubing
to the bottom of the hole. As the hole is
filled with powder the tube is gradually with-
drawn.

Various devices have been tried out for
loading powder by air, but this device appears
to be the most perfect one yet developed.

RIGHT OF WAY WIDTHS

(Continued from page 15.)

the various factors in it should be along such
lines and grades as will permit their inclu-
sion Avhen additional rights of way become
necessary.

The determination of where additional
riglits of wav are necessarv should be made

at once, as it is not unreasonable for an abut-
ting property owner to require our plan of
design in order that he may build wath the
assurance that his im^irovements are perma-
nent.

Ninety-five per cent of the automobiles in the 'world
have either been manufactured in the United States
or assembled in foreign branches of American plants.

is

(A L/ FORMA nnUnVAYS AXD PUBLIC WORKS.

Important Line Changes are Perfected

Ox JUNE 29, 1927, a contract was
awarded tlie A. Ilaidlen Company of
Sacramento for the reconstrnction,
widening and straightening of 6.78 miles of
highway in Shasta County, on Route 3, a pri-
mary road, between La INIoine and Shotgun
Creek. This unit in on the famous Sacra-
iiuMito Canyon route of the Pacific Highway,
aiul is a continuation of the reconstruction
whicli has been in progress during the past
four years. The following account of the
Avork is furnished by E. J.
Bassett, resident engineer :

Location standards used on
previous reconstruction on this
route have been maintained on
this unit ; in fact, owing to
peculiarities of the topography,
both curvature and gradient are
iioticeaI)l.v ligliter than average.
The existing highway, con-
structed in 1914-15, was one of
the first mountain sections to
be constructed in District II,
and is characterized by sharj)
curves and heavy grades and
many of them. Avhich in com-
parison with the new worlv,
might well be described as tortu-
ous.

The Avork under contract is
6.7 miles in length, as against
7.47 miles of corresponding lim-
its of the original high av a y.

The greatest single saving in distance is accomplished
at I'ollard's (Julch. where the last of the four large
bridges on tiiis route is now under construction. The
relocation recpiired for the bridge crossing eliminates
1537 feet of crooked, narrow road, fraught with blind
curves, along the slopes of a deep, precipitous canyon,
where accidents have been both frequent and disas-
trous, and gives to the traveler, in its stead, a broad,
sweeping boulevard with flat country on either side
the bridge, and with the sight distance extended to
hundreds of feet. At the extreme northerly end of
the work the last few hundred feet lap over on another
major ch.-inge which will accomplish .a substantial
saving in distance on future work. The remainder of
the decrease in distance is obtained in minor depar-
tures from tlie old line, and in longer radius curves.

The major contract items are: 207,800 cubic yards
roadway excavation ; 1070 cubic yards (,'lass "A" con-
crete; 4822 lineal feet small culverts; 15,710 cubic
yards crushed rock surfacing.

The job was well equipped. A brief outline of
the major ecpiipment follows : 4 Northwest power
shovels, 1 \ cubic yard ; 15 heavy duty trucks of vari-
ous manufactui'e ; 2 tractor and grader outfits; 1 one-
man ])atr()l ; 4 1 to 2-bag concrete mixers; 1 Ames
Xo. 4 gyratory crusher; 1 Symons disc crusher; 1
1*. & II. power shovel, A cubic yard (quai-ry).

The (-(uitractor's forces consisted of nine separate
sub-contracting units.

Table Shows Extent of

Location Improvement

In Sacramento Canyon

Original Recon-

construc-

struc-

tion

tion

Number of curves.. 143

42

Degrees of

curvature 5,794°

1,672°

Length of curves--_12,368

22,027

Number of tangents 171

19

Length of tangents-27,089

13,761

Radii Min.

Min.

50

300

Max.

Max.

300

4,400

Gradient 7%

6%

I'rogress during tlie early weeks of the work was
slow. Delays in getting the culvert work under waj',
and out from underfoot, made it impracticable to
operate the full shovel force until September 14th,
Some Avork Avas accomplished during this period of
culvert delay, but the 29,000 cubic yards removed is
small for the best Avorking months of the season.
The next tAvo months produced 102,000 cubic yards of
excavation, and also saAV the culvert structures well
out of the Avay, but early storms cut into operation
so heavily that the third tAvo-month period produced
an output of only 28,000 cubic yards. There still
remains 23 per cent of the yardage to be moved.

Surfacing of the roadbed is far behind schedule,
but has progressed as fast as
subgrade could be prepared.
The contractor has, however,
resorted to stockpiling base
rock, and has built up a 2000
cubic yard reserve Avhich can
be put on the road Avithout the
usual delay in crushing.

This unit of work covei-s one
of the most difficult sections of
the canyon, as regards soil and
Avater conditions. Clays, red,
yelloAV and blue, and talc, all of
Avhich are difficult to Avork dur-
ing Avet Aveather, constitute the
greater poi'tiou of the excava-
tion, Avhile lava boulder dykes
and infrequent shale deposits
occur in lesser quantity.

Throughout one continuous
mile the work lies across an
ancient slide composed of blue
clay, talc and serpentine forma-
tions, Avhere the whole canyon
slope collapsed and slid to loAver levels. Cut slopes
through this formation Avere planned 1 : 1. yet, at
present, Avith only 25 inches of rainfall, and no pro-
tracted or heavy storms or snow, several slides have
formed and give promise of future difficulties.

Specifications prohibited opening up of the clay
s(>ctions during the AA-et season except upon Avritten
authority. Due to the early delays, it was not pos-
sible to start excavation in the heavier clays until
September 15th, and with the arrival of the wet
season, October 26th, a large part of the Avork in
this material remained to be done. Much has been
.•iccomplished by ballasting the clay roadbed with
siuily material. By shifting planned hauls and by
borroAving Avhere shale deposits occurred, a layer of
ballast, varying in thickness from six to eighteen
inches, dependent upon the condition of the subsoil,
has been spread over the clay, enabling the contractor
to construct acceptable subgrade for the iilacing of
the surfacing, as Avell as to operate his grading equip-
nu'iit Avhere it Avould otherwise have been impossible.
The contractor has on several occasions profited by
our example, and has placed ballast at his own
expense, and provided runways over soft roadbed for
his trucks, and for maintaining traflfic over tem-
porary by-i)asses.

Throughout this unit heavy gutter ditches are
being constructed, larger than are usually designed.
During the Avinter and spring months seepage and

cM.i FiUiMA Hiainv.WK A.\n I'l nijc iioa-an.

ji)

si>rinfrs exist throuslioiit all of the clay sections, and
in ordor to protect the snhsrade, ditches 2 1/5 feet
in depth, with 2-foot hottonis, have heen commonly
nsed. In a few cases the depth has heen increased to
3 feet, particularly on tiiat portion crossing' the
ancient slide.

KEDWOOD HIGHWAY CHANGE.

Of interest to the public is the recent open-
ing? to traffic of a portion of the Redwood
Hifrhway in Humboldt County, between
Fernbridtre and Loleta, a distance of approxi-
mately two miles. W. W. Comptou, resident
engineer, has furnished California High-
ways AND Public Works with an account of
this important change.

For several years the travel has been on the
county road. This road, while wide, was not
on good alignment and a dangerous railroad
grade crossing existed at Singley, about one-
quarter of a mile north of Fernbridge. The
road practically paralleled the right of way
of the Northwestern Pacific Railroad on the
east to the grade crossing at Singley and then
along the Avest side of the railroad, connecting
with the paved state highway near Loleta.
At Loleta the highway crosses the railroad
right of way through an undergrade crossing.

CHOICE OF TWO ROUTES

Two routes were considered for the new
construction : One, to cross the railroad by an
overhead crossing at Fernbridge and then
parallel the railroad on the west; the other,
to stay on the east side of the railroad. On
the west, the flood water of the Eel River was
the problem to contend with and on the east,
bluffs, susceptible to sliding. The bluffs were
chosen as the lesser of the two evils and the
railroad crossings eliminated.

RAILROAD ALIGNMENT CHANGED

In order to keep the new alignment to
present standards, and to keep from ''hit-

ting" the bluffs too hard, it would be neces-
sary to encroach upon the railroad property
in many places. An agreement was made
with the railroad company whereby the state

View showing line change on l;i-(h\i
Humboldt County.

i1 highway in

was allowed to change the railroad alignment,
move their stock corrals and other facilities
at Singley, and the highway fill slopes were
allowed to "catch" on the final railroad right
of way, thus saving many cubic yards of
excavation. At the same time an improve-
ment was accomplished in the railroad align-
ment ; thus the work included not only the
grading of a new highway but the grading of
a new railroad roadbed and a new site for the
stock corrals.

The contract was awarded to the Kaiser
Paving Companv of Oakland in December,
1926.

The new Le Tourneau grading machines
were used on this contract. These machines
were used on highwav work for the first time

0^/G//V^L LOCATJON

Sketch of Gaviota Canj-on change.

2U

CALIFORNIA Jl Kin WAYS A\J> I'l IHJC IIOA'AN.

on San Francisco's "bottle neck" near Colma,
and have been described in a previous issue
of this publication.

IMPROVE EQUIPMENT

Several improved changes were made in
these machines while on this contract. The
machines were electrically operated and
towed by a "50" caterpillar. Formerly the
jrenerator was located on the caterpillar with
cables leading to the motor.s on the machine.
This arrangement took too much power from
the caterpillar while loading and in hard
ground it was necessary to repeatedly start
and stop to keep from stalling the caterjnllar.
To overcome this, a power unit, gas engine
with generator, was installed on the grading
machine and the caterpillar's power was only
used for towing. After this installation the
machines could load without stopping,
^lachincs operated by hydraulic pressure were
also tried on this work. The operator's con-
trol was compressed air valves near the cater-
pillar seat. This type of operation promises
to l)e successful.

The railroad grade was even but the high-
way grade above was undulating. ]\Iuch of
the material from highway cuts was used in
railroad fills. Long hauls were necessary in
some cases.

CARE OP TRAFFIC

One of the problems was taking care of
l)oth motor and train traffic. The new high-
way occupied parts of the old railroad track
and the new track occupied parts of the old
road.

As is the case at times in this district, the
contractor was racing to finish before serious
storms started and was successful. The con-
tract was completed in December.

GAVIOTA CANYON CHANGE

Early in December a line change was com-
pleted in Gaviota Canyon, including the con-
struction of a new bridge and a quarter of a
mile of new roadbed. This constitutes a dis-
tinct improvement in tht? alignment through
the canyon. The bridge was constructed by
()])erg Brothers under the supervision of the
liridge Department at a cost of approximately
$21,000, while the line change was graded and
surfaced by Ilodson and Carter under a dis-
trict contract at a cost of about $10,000.

"Yes," said the speciali.st, as he stood at the bedside
of the sick purchasing agent, "I can cure you."

"What will it costV" asked the sick man faintly.

"Five hundred doUar.s."

"You'll have to shave your price a little," replied the
Purchasing Agent, "I had a better bid from the under-
taker."

Visalia Contractor
Heads Association
of Northern Builders

J. S. Cakhvell of Visalia, was chosen presi-
dent of the Associated General Contractors of
America, Northern California Chapter for
1928, at the final business session of the two-
day annual con-
vention held dur-
ing December in
San Francisco.

Caldwell, who is
head of the Valley
Paving and Con-
struction C o m-
]> a n y, succeeds
James B. Fraser
of Eureka.

Paul B. Fay,
head of the Fay
Improvement Com-
pany, San Fran-
cisco, was elected
vice president. The following directors
were chosen : J. L. Fairbanks, San Francisco ;
J. F. Knapp, Stockton; State Senator E. S.
Berney, Fallon, Nevada ; Adolph Teichert, Jr.,
Sacramento, and James B. Fraser, Eureka.

Earl G. Lloyd of San Francisco was
reelected executive secretary and manager,
and F. 0. Booe, San Francisco, assistant.

More than 200 contractors were in attend-
ance at the convention. It was the ninth
annual meeting.

J. S. Caldwell.

TEACHING LANDSLIDES TO BE GOOD

(Continued from page 13.)

bv a Cadillac motor. It was pumped through
1000 feet of 5- and 4-inch pipe and raised 70
feet. It was then picked up by a 5-stage cen-
trifugal pump and raised 90 feet through
1000 feet of 4-inch pipe. About 200 gallons
of water per minute was delivered. With two
pum]) runners and two nozzle men from 1000
to 1200 yards was moved ]ier day at an aver-
age cost'of eight cents a yard. This material
was easily carried in sus^iension through a
flume laid on a 10 per cent gi-ade to the ocean
below.

Where water is available it is planned to do
considerable road widening through the sand
bluffs by this method.

:\lore powerful pumi)ing plants delivering
a larger volume of water under higher pres-
sure will move the dirt still cheaper.

CM.II'oh'.MA IIKIHWAYH AM) I'l ISI./V llO/,'A',s'.

21

New Bridge Soon to Span San Joaquin

Plans are now complete and specifications
are being prepared to advertise at an early
date for the construction of a new bridge
across San Joaquin River at Ilerndon near
Fresno. This structure will consist of four
162-foot deck steel truss spans, two 88-foot
deck girder spans, and one 66-foot deck girder
span supported by concrete piers which in
turn rest on a pile foundation. The deck and
curbs and end post are to be constructed of
reinforced concrete.

This structure will provide a 30-foot clear
width of roadway, the truss being designed so
that an additional 10-foot width of roadway
may be added at such time as traffic con-
ditions demand it.

This bridge is to be constructed on the
south side of the railroad bridge thus elimi-
nating the present grade crossing over the

railroad tracks at each side of the river, and
will replace the present narrow bridge across
the river.

S])ecial features of this structure are
oi'iiamental railinii's, the liulitiu"' arrange-

View showing detail of rail of new Herndon Bridge.

ments, and pedestrians' retreat at each end.
The railing is to be constructed of iron and
cast steel and will be used again when the
bridge is widened.

To fa/ Itngth of Bridge SB2'-0

Profile of new Herndon Bridge.

LEGISLATIVE WATER COMMITTEE

(Continued from page 16.)

quin River. The water would be taken back
as far as Mendota by this method. From
there it was planned to trade the Sacramento
water for the San Joaquin water, diverting
the San Joaquin water back into the area now
irrigated by the Kings River. The Kings
River in its turn would be diverted back to
serve Tulare and northern Kern County, thus
relieving the areas of deficient water supply
there.

At Merced, Fresno and Hanford discussion
centered chiefly on absolute assurance that if
water was so traded that the present users in
the areas mentioned would be certain of re-
ceiving the "traded" water without further
expense to them.

At Porterville, Tulare, Delano and Bakers-
field the discussion emphasized what was de-
clared to be the necessity of importing outside
water to redeem underground supplies lof
water.

At the Porterville meeting J. P. Lippin-

cott, consulting engineer who assisted the re-
port on the coordination of the state 's waters,
declared that the construction of the Kennett
reservoir would yield more water than would
the Boulder Canyon dam. He further de-
clared that the engineering difficulties in-
volved in the coordinated plan were less than
those in the Colorado River, substantiating
this by statements that the Colorado project
involved a lift of 1600 feet against a lift of
180 feet from the delta to Mendota, and that
the Colorado project required some distance of
tunnels against a series of low dams on the
San Joaquin.

The legislative committee is planning hear-
ings in February at which economic phases of
the plan will be discussed.

Creation of a commission to study proposals for
the establishment of a system of express highways to
be built by private capital, and which would become
public property after they were paid for out of toll
charges, is proposod in a resolution Introduced into
Congress by representative Allen J. Furlow, of Roches-
ter, Minn.

CALIl'Oh'MA HKIHWAYS AND PUBLIC MOUhS.

State Highway News and Comment

When oil and trestle mix.

About three miles south of San Luis Obispo
there is a wooden trestle on the main coast
hig:hway, about 500 feet in length. This

trestle was
built by San
Luis Obispo
County
many years
ago, and on
the side of it
there was
supported
an 8-inch oil
pipe line
leading from
the large
t a n k farm
near San
Luis Obispo
to Port San
Luis. On the
morning of Friday, December 2d, the oil com-
pany owning this pipe line, attempted to weld
a leaking collar and during the process the col-
lar split, releasing a jet of oil which proved
to be refining naphtha, which was being
pumped through the line at the time. This
immediately ignited, started the trestle burn-
ing and formed a burning pool of oil beneath
the trestle.

The oil company immediately ordered out a
large force of men to fight the tire and sum-
moned fire fighting apparatus from San Luis
Obispo, but approximately 280 feet of the
trestle were burned before the fire could be
put out.

The oil company immediately put on a
large crew of men replacing the trestle and
witliin three and one-half days they had
traffic using it once again.

Fortunately a county road was available at
this point as a convenient detour and the in-
convenience to public traffic on account of this
emergency Avas comparatively slight.

Truck Driver Fined

For Destruction of

State HigJitvay Marker

As a result of evidence furnished by ware-
house foreman, P. H. Ashley, the driver of a
heavily laden Mack truck and trailer was
found guilty by Judge Marks, of Needles, for

OLD INDIAN BURYING

GROUND IS ENCOUNTERED

ON PISMO CONTRACT

One of the steam shovels of Contractor Knapp,
working on a line change about one-half mile
north of Pismo Beach, recently encountered an
old Indian graveyard. Four skeletons v\/ere
exhumed, and the fact that mortars and pestles
were found buried with the skeletons, denotes
that they were undoubtedly the remains of
Indians. Apparently the skeletons are very old
for it was found that the bones crumbled on
exposure to the air.

pulling up, defacing and completely mutilat-
ing one of the new state highway markers on
the Old Trails Highway near Fenner.

The truck and trailer were found outside
the traveled area of the highway. The driver
was absent, evidently in search of help. The
marker had been ground to splinters under
the wheels in an effort to gain traction in the
sand. A complaint was filed by maintenance
foreman, E. C. Foust. The defendant plead
guilty and was fined $25.

The picture
shows a traf-
fic stripe in
Kern County.
The dash line
is being used
in preference
to the solid
line as it
saves paint
and also
makes a dis-
tinct line.

Subway Is Completed
The motoring public will be pleased to
learn that the Ben Ali subway under the
Southern Pacific tracks in Sacramento County
is now complete. This structure, together
Avith the greatly improved alignment and
widened roadway, eliminates a very danger-
ous railroad grade crossing and one which in
the past has been the scene of a number of
serious accidents.

CALiFOh'MA iii<;ii\\\ys wn riHi.ic uo/.'an.

Governor Yoioig Malxes

Budget Pronouncement

A pronoiineement by Governor C. C. Young
as to tlie budget policy to be followed during
the second bienniuui of his administration
was the outstanding feature of the meeting
of the Governor's Council held on December
21, 1927. Governor Young opened the meet-
ing of the Council with the statement to the
directors of the A-arious departments that
budget estimates for the next biennium must
be kept Avithin the present budget figures,
except for irreducible fixed charges in schools,
payments on bond issues and the like, and
in those institutions where increasing popula-
tion of the state brings an increasing number
of persons and inmates for them to serA^e.

Biverside Besident

Applies Golden Bule

to State Dealings

Here is one resident of California who
belicA'CS in applying the Golden Rule as
applicable to the state as Avell as to
indiA^duals.

The folloAving letter tells its own story
and is said to be unique in state highway
correspondence :

March Field, Riverside, Calif.,
December 25, 1927.
State Highway Commissioner,
Sacramento, California.

Dear Sir :

La.st night while driving between Riverside and
March Field, something happened to the steering
mechanism in my car which caused me to run out
of the road and collide with a fence on what I
believe they call Box Spring Gi'ade.

The damage to the fence must have been con-
siderable and this is to advise you that I am will-
ing to pay for the repair of that fence. I have no
idea what is the custom in this state, but I am
certain that this accident sliould have been avoided
by me and for that reason I am quite willing to
pay for all the damage.

Tours very truly,

Clakexce Hayaies.

An iuATstigation of the damage is being
made by the state highAvay forces.

Every owner of a motor vehicle in Connecticut is re-
quired to maintain a windshield cleaner on his machine.
Recently the owner of a truck was haled into court on a
charge of having violated the windshield wiper law.
Evidence was submitted which conclusively proved
that he had no windshield wiper. The defendant him-
self admitted that he had no windshield w^iper, and
liis defense was that he had no windshield upon which
to attach and use a windshield wiper. It failed to
secure his acquittal and a fine was imposed.

Instructive Higliicay

Conference Is Held

A most instructive conference of the dis-
trict engineers and heads of the departments
of the California Division of Highways was
held in San Francisco on December 13th. The
folloAving program indicates the subjects dis-
cussed in the conference :

Talk by District Engineer Bedford, followed by
general discussion.

Suhjert: "Slide x-emoval by hydraulic methods."

Talk by District Engineer Comly, followed by gen-
eral discussion.

Suhjert: "Economic size of convict camps, etc."

Talk by District Engineer Skeggs, followed by gen-
eral discussion led by District Engineer Haselwood
and Principal Accountant Schleip.

Subject: "Financial control in the disti'ict offices
of expenditure of allotments on contract and
day labor work orders."

Talk by District Engineer Cortelyou. followed by
general discussion.

Subject: "State vs. local responsibility in connec-
tion with seeui-ing rights of way, also general
problems concerning rights of way matters."

Talk by Equipment Engineer Stalnaker. followed
by general discussion.

Subject: "Eciuipment administration, etc."

Talk by Surveys and Flans Engineer Gmmm, fol-
lowed by general discussion led by Maintenance En-
gineer Dennis.

Subject: "Proper widths for rights of way and
space to be allotted to each element of the
improved cross-section, such as pavement, grade,
curb and sidewalk, trees, etc."

Talk by Construction Engineer Pope, followed by
general discussion.

Subject: "Standard vs. patented pavements."
Supper meeting at Whitcomb Hotel.

Talk by Materials and Research Engineer McKes-
son on his recent trip.

Californ ia Highways

Lauded hij Brisl)ane

Arthur Brisbane in his sj^ndicated column
"Today" Avrites:

No man knows what a state can do in road
building until he has driA^en over a few thou-
sand miles of California roads. New Jersey
and other states haA^e made a beginning — •
California shows the finished product.

Bring your car here, traA^el ten thousand
miles and leaA'e Avithout a bump.

Parking space has been discovered at last. Afghan-
istan has one motor car for every 1,200,000 inhabi-
tants.— Wich ita Eagle.

24

(AiJFONXiA ni<;in\A)s AM) rciii.ic wouks.

Removing Snow From Mountain Roads

k NEW ROTARY snow plow has been

f\ l^nrehased for use on the San Bernar-

(lino to Big: Bear Iliglnvay. It was given

a trial after a recent snow storm and there is

every indication that it will be a success.

Heretofore, the equipment used for clearing
snow from this route has consisted of trucks
or tractors equipped with grader blades. This
method is effective so long as the snow does
not exceed a depth of 12 to 18 inches. Snow
over this depth impairs the movement of the
trucks or tractors and
the accumulation on
the edges of the road-
way reduces the ef-
fect! veness of the
clearing. The rotary
plow by the propellor
action of rapidly ro-
tating blades throws
the snow clear of the
r 0 a d w a y, thereby
gaining relief from
this clogging effect. It
is possible for this
machine to plow

through deep drifts, a snow pi

thereby opening the

road Avhen it would be necessary to wait until
spring for clearance by the blade machines.

There can be no doubt that the winter sea-
son's use of this highway will be increased bj'
the use of this new ecpiipment.

SNOW REMOVAL IMETIIODS

The following instructions to drivers has
been worked up by Foreman E. ]M. Shelton,
stationed at Mount Shasta City, and in charge
of snow removal between Dunsmuir and the
Shasta River. These, Mr. Shelton has found
necessary in schooling new employees on this
work. They are based on his five years' ex-
perience in keeping this road clear of snow,
and apply particularly to snow removal by
means of a Nash truck with snow plow attach-
ment, as most of the snowfall has been re-
moved by this means. It is only the more
infrequent, heavy storms that require the use
of tlie larger plows.

This draft, based on Mr. Shelton 's expe-
rience, may be of interest to other foremen
engaged on the same work :

Operators shouUl familiarize tlionisolves with tlie

road, so they will recognize the wide and narrow
places when covered with suow.

Truck should be allowed to warm up at least ten
minutes before leaving shed. Be sure you have two
red flags, one red lantern, and a tow cable or chain.
Ad.iust plow one-half inch above pavement. Always
keep a slight strain on chain used to raise and lower
plow. This is very essential for many reasons — it
will not remove the asphalt, and helps the efficiency
of the truck.

When suow is more than four inches deep, give
blade all the angle possible. This will fold the snow
instead of pushing it aliead, and thereby clear its way
more quickly, and again
help the truck. In depths
under four inches, blade
may be almost square, as
truck will handle it with
ease, and you will have a
greater width cleared.

Make all the speed pos-
sible with due regard to
yoin-self, the truck and
the traveling public. This
is a great factor to be
remembered, as it puts
the snow from two to
eight feet in the clear,
and of course, you can get
over more road. How-
e V e r, due precaution
should be taken when
ow at work. passing or meeting cars,

approaching stalled cars
and bad curves, and other obstructions or dangerous
points.

When pavement is not packed with frozen snow,
always slow down for dangerous places in pavement
and railroad crossings.

If snow is falling fast, do not stop to help anyone
out, unless there are women and children or someone
hurt, as you could do this all day and not get any-
where with your snow removal.

If, foil' any reason, you have to stop on bad curves
or grades, send out flagmen at once. Do not wave
flag violently, as the driver may become startled and
get nervous and apply his brakes suddenly, wliich, on
an icy road, might cause a serious accident.

Wlien removing snow in cuts, with the bank near
the pavement, keep center line of pavement about two
feet to the left of end of plow, as you have no place
to put the snow on that side, and ample room on the
other. This Avill also lielp going up steep grades, as
it will not put so much of a load on the truck the
second trip, but will have more of a load coming
down hill, which it will then liandle easily. Likewise,
on superelevations, keep to left of center line, when
super is at your left. In other words, keep two feet
past center line on super side.

Avoid getting truck off of pavement as much as
liossible, as shoulders are usually soft, and there is a
very small clearance on the hook up beneath front
axle.

Always put the rear end of truck off of the road
when turning.

(Continued on page 28.)

CM.IFOh-MA IlKII/WA) S A.\n I'llil.lC WOh'KS.

U. S. Road Chief Tells Asphalt

Men Road Needs of Nation

TII0MA8 H. MacDonakl, chief of the
United States Bureau of Public Roads,
was the cliief speaker at the Annual
Asphalt Paving Conference held in December
in Atlanta, Georgia.

Mr. MacDonald's address dealt with high-
ways in the making, fundamental policies of
the Bureau of Public Roads, damage to high-
ways in flooded areas and various other perti-
nent matters.

ROADS WITHSTAND FLOODS

The speaker declared that observation and
experience as a result of the floods along the
]\Iississippi and in New England has strength-
ened confidence in the ability of modern high-
way construction to withstand unprecedented
flood conditions. The losses on federal aid
roads in Vermont, for instance, he said, was
onh^ 5 per cent in proportion to the federal
funds invested. The federal aid roads in the
flooded districts of the Mississppi Valley with-
stood the ravaging waters equally as well.

CAX NOT AFFORD BAD ROADS

"The program of this nation in building
highways," said Mr. iMacDonald, "has had no
parallel in all past history. The cumulative
loss to the nation now of inadequate highways
is prohibitive." He continued:

TRAFFIC INCREASE

At the eud of this year (1927) we estimate that
there will be in service on the highways about 23,300,
OUO motor vehicles, an increase of about 6 per cent
over last year. There will have been consumed during
the year, according to our present estimates, 10,720,-
00(».(X)0 gallons of gasoline, an increase of 9 per
cent over last year. If there was an average opera-
tion of 12 miles per gallon, the combined rural high-
way and city street costs for the year were about
one cent per vehicle mile. At a retail price of 20
cents per gallon, the value of the fuel consumed is
$2,144,000,000, which is more than one-third the gross
operating revenue for the fiscal year ended last June,
of all the first-class railroads of the United States, con-
stituting 9o per cent of the total railroad mileage.
Also, it is double the income for all rural highway
purposes. The use of gasoline by the individual motor
car is estimated now at 460 gallons for the year, an
increase of 3.6 per cent over last year. It appears,
therefore, that in addition to a 6 per cent increase in
the number of vehicles in use, the use of the vehicles
themselves is increasing. The indicated total utiliza-
tion of our rural highways and our city streets approxi-

mates, for (his year, 128,000,000,000 vehicle-miles, a
total so far beyond our comprehension that it fails to
assist us greatly in visualizing the physical dimensions
of the highway construction and maintenance neces-
sities.

TOO iMANY "UNNEEUED" ROADS

The tremendous mileage of two million miles of
earth roads is composed largely of roads found along
the section lines principally in the agricultural states.
There is no question now but that a very large part
of this mileage could be turned back into farm lands
with corresponding public and private benefits. The
trafiic over the roads does not justify their existence
as public highways. Surfacing has been applied to
274,910 miles. Of this, 82.3 per cent is of the lower
types, which may or may not be transitory. In this
class lie many miles of roads within metropolitan
districts which will have to be improved to a high type.

PLANNING NEEDED

It must be evident from this discussion that two
general policies are sorely needed in the management
of local roads : First, planning commissions for metro-
politan areas to lay out a system of roads for the
area as a whole, although there will be found in such
areas an astonishing number of civil jurisdictions.
Cook County, 111., and Cuyahoga County, Ohio, tran-
sitory surfaces sustain this fact; Second, rural plan-
ning commissions are needed to work in conjunction
with the state highway department in the planning
of county and feeder roads for the purpose of planning
a system of public highways that will reach and serve
the agricultural population with a minimum possible
mileage.

NEARLY THREE BILLION PASSENGER MILES

The surfacing of the state systems is proceeding
at the rate of approximately 20,000 miles per annum
and the surfacing of the local roads is proceeding at
the rate of about 25,000 miles per annum, but the
percentage of the types are not changing materially.
There are certain logical conclusions of particular
interest to the asphalt industry which may be sum-
marized as follows :

First. Based an an annual utilization of the high-
ways of 128,000,000,000 vehicle miles, the annual
passenger mileage is approximately 2,880.000.000
miles. This is not less than eight times the pas-
senger mileage of the steam railroads in 1925, and
is indicative of the predominating use of the highways
by the people. The annual loss of surfacing from the
low type roads, plus the du.st nuisance, means that
more effective materials must be found and more
largely utilized both for holding these surfaces and
for dust suppression. This is a field for bituminous
construction.

SUPPLEMENTAL ROAD TYPE NEEDED

Second. There is such a tremendous mileage of
roads initially improved on which the surface is not

(Continued on page 35.)

2G

('ALIFORM A HIGHWAYS AND PUBLIC WORKS.

Report on Study of Low Cost Roads

Is Made by Highway Research Board

THE CALIFORNIA Ilijjlnvay Commis-
sion has received a summary of a
report on investi<i'ation of low cost
improved roads prepared by C. N. Conner of
the Highwav Research Board, Washington,
D. C, December 2, 1927.

INTRODUCTION

The investigation was conducted more in the nature
of a survey of the low cost road situation than as a
detailed and scrutinizing research. This procedure
appeared advisable on account of the present need of
a large mileage of low cost roads. Here are the con-
clusions set forth :

The subject must receive study and investigation
if highway service is to keep pace with motor vehicle
registration and the increasing radius of travel by
motorists, for it has been truly said that we pay for
roads whether we have them or not. The sum we pay
for not having roads has never been estimated nor
can all the benefits be stated in dollars and cents.

The public at large is interested only in improved
road service, while the road builder is concerned with
furnishing this service at a low cost for construction
and maintenance.

The selection of type for these roads may be affected
by character and intensity of traffic, interest on invest-
ment, cost of replacement, maintenance cost and that
somewhat intangible item, cost of vehicle operation.

Calculations based on all of these items has
indicated to some persons the selection of a high type
surfacing.

However, in many of the west, middle west and
southern states advantage can not be taken of the
absolute and theoretical economics of the situation
if transitory or even temporary service is to be given.

These sections of the country represent a tremen-
dous area, they contain a small population per unit
of area and they need a large mileage of serviceable
roads.

Some of these states have no treated surfaces and
less than 10 miles of pavement whereas some of the
northeastern states have no untreated surfaces and
several thousand miles of pavement in their state
highway systems.

Within a few years many have constructed and
are maintaining thousands of miles of low cost roads.
Many of these roads furnish continuous service
between ob.iectives. Over them the public is travel-
ing in safety and comfort, and at high rates of speed.

This has been made possible by extensive use of
local materials and intelligent maintenance.

The successful low cost surface is a light traffic
road, carrying less than 1500 vehicles per day as a
maximum with an average of 600 or less. This may
be mixed traffic with a fair percentage of light trucks
and an occasional heavy truck.

Low cost roads of this tyi»e will adequately meet
the needs of a large area of the country for many
years to come, provided intelligent maintenance
methods ar(> i)erpetuated.

In order to determine which types of surfacing
and what points of interest on these would be useful

to road builders, a canvass was made which showed
the points of interest to be : 1. First cost. 2. Main-
tenance cost. .*>. Traffic and service.

Other points included conditions of climate, salvage,
soil and subgrade, construction and maintenance
methods, typical cross section and topography.

Preference for types to be investigated was affected
somewhat by the local conditions surrounding the
persons questioned but the majority favored the
following order of importance :

1. Bituminous surface treatments of gravel, stone,
slag and miscellaneous materials.

2. Bituminous macadam and various types of
bituminous concrete.

3. Untreated surfaces of traffic-bound stone or
gravel, water-bound macadam, earth and sand clay.

4. Nonbituminous surface treatments of gravel,
earth and sand clay.

The principal binders or admixtures are asphalts,
tars, calcium chloride, lime and Portland cement.

The principal aggregates are gravel, sand, stone
or slag, and sand clay.

In the asphalt field the slower curing asphaltic
oils are becoming less popular. Cut back asphaltic
materials appear to be gaining in popularity.

Hot asphalt or hot tar as a second application
in dual treatment work satisfies several state high-
way depai'tments.

Premixed asphaltic surfaces are generally hot
mixtures. Cut backs are being tried for mixed-in-
place. premixed surfacing and cold penetration
macadam. Cold tars for surface treatment and mixed-
in-place types of surfacing are giving good service
in several states.

A new tyi)e of premixed surfacing is a cold patch
tar mixed with stone in a concrete mixer.

Bitumens are the most widely used binder in the
low cost surfacing field.

Calcium chloride to lay dust and prevent loss of
binder is used extensively near its source of supply.
Sidphite li(|ui(ls are not nctic used to any .nppreciable
extent.

Natural rock asphalt when near its source has
entered the field of low cost surfacing.

Portland cement with local sand or local fine gravel
as an aggregate is a departure from former standards.
The possibiliti(>s .appear good for obtaining a service-
able pavement with these aggregates, provided expan-
sion and contraction are properly controlled.

Hard crushed stone or dense hard slag are pre-
ferred to sand and gravel in dual treatment work of
the penetration type.

Softer and more friable crushed stone when used
for this pui-pose is specified in larger than customary
sizes of hard stone.

There is a general preference for crushed materials
in surface treatment work.

Clean gravel and clean coarse sand for this pur-
pose on account of availability and comparatively
low cost, are still a popular cover material.

Aggregates for mixed-in-place surfaces are gener-
ally those in the road\v:iy surfacing itself. Examples
are the work in Wisconsin. California, Indiana and
the test road in South Carolina.

CALIFORXfA HiaiiWAYS AMJ PUBLIC WORKS.

27

Cold peuetration iiKicMd.im is Ixmiij;- built in the
United States with cut back asidialt or tar and in
Eui'oi)e with emulsions.

M AI NTK.NANCE METHODS

There are three principal methods of keeping a
road surface serviceable.

1. Addition of new materials which are similar to
those in the existing surface.

1'. liladins and draKgiiiK.

3. I'atchiug.

All three methods including scarifying may be
necessary on any one type of road.

CO.STS OF COXSTUrCTION AND MAINTENANCE

Considering the costs and types of construction in
the state highway systems only, the following table
is made, for an assiuned width of IS feet :

Types costing less than $10,000 per mile.

Ti/pc Miles

Sand clay and top soil 11,395

Gravel, chert, shale, etc 79,286

(Treated and untreated.)

Total 90,681

Type.s costing more than .$10,000 per mile (includ-
ing base).

'^'ype Miles

Water-bound macadam 18,428

(Treated and untreated.)

Bituminous macadam by peuetration 12,927

Sheet asphalt and Bit. concrete 5,706

Portland cement concrete 31,936

Block pavements 3,380

Total 72,377

Surfaces costing more than $10,000 per mile are
about 45 per cent of the total, and less than $10,000
are 55 per cent.

If we classify on a $20,000 basis then water bound
macadams with and without surface treatments come
below this figure. We then have 33 per cent costing
more than $20,000 per mile, and 67 per cent costing
less.

Selection of type is greatly affected by the avail-
ability of local materials.

SERVICE

Road service is frequently reckoned on the cost of
maintenance per vehicle-mile or per ton-mile. There
is no good reason for not including the cost of con-
struction.

A few states are trying to make their selection
of type on the cost of maintenance basis. Reports
indicate that they have not made definite conclusions
as a result of their observations.

Based on statements and claims made by highway
engineers in responsible authority, the following data
are presented :

Sand clay surfaces cost from $1,000 to $2,400 per
mile, they will carry from 150 to 550 vehicles per day,
including light trucks, at an annual maintenance
cost of $300 to $(;00 per mile.

(iravel surfa<-es cost from $4,000 to $10,000 per
mile and will carry from 250 to 550 vehicles per day
including light trucks, at an annual maintenance cost
of $300 to $600 per mile.

Untreated water-bound macadam surfaces cost
more than gravel.

TrafBc-bound stone, slag and gravel surfaces cost
aliout .'*2.(tOO per mile the first year, $1,000 the second.

Rice Hulls Prove Help to
Contractors in Hand-
ling Wet Material

Gradiiio' oi)ei'atioii.s conducted in the winter
montlis have caused contractors considerable
expense and loss of time in handling wet
materials. Certain soils and clays are more
or less tenacious upon absorbing a small quan-
tity of water, and, although passing through
the bucket on the power excavating equip-
ment without any great difficulty, once they
are loaded into trucks or other hauling equip-
ment and transported any distance the load
often has to be reexcavated by hand before it
will discharge.

Contractor Ariss-Kna])p Co., who have a
contract for grading and bituminous macadam
surfacing between Dublin and Hayward in
Alameda County, have adopted a novel pro-
cedure to overcome this difficulty. Rice hulls
are being nsed to dust the beds of the trucks
between each load. This light covering is
sufficient to start the load and it discharges
readily when the truck bed is raised.

These hulls are a waste product at all Cali-
fornia rice mills and may be secured for the
trouble of hauling away. On this particular
work the source of supply at Oakland was
approximately thirty miles from the work.

In case of an auto wreck, who should speak first?
And should the man precede the lady through the
windshield ? — Neiraska Aivgwan.

and $500 the third, they will carry 300 to 600 vehicles
per day including light trucks.

Dual bituminous treatments on good substantial
bases cost $1,000 to $3,500 per mile for the first year,
and will carry from 700 to 1000 vehicles per day,
including light trucks, at an annual maintenance cost
of $400 to $1,000 per mile.

Mixed-in-place bituminous surfaces depending on
their thickness are costing from $1,000 to $4,500 per
mile, and are reported to be carrying about the same
traffic as dual treatments at about the same main-
tenance cost.

They are smoother riding than dual treatments,
and they should be more durable.

Premixed surfaces and penetration macadam cost
from $8,000 to $15,000 per mile and will carry from
1500 to 2500 vehicles per day at an annual main-
tenance cost of from $200 to $500 per mile.

The data indicate that low cost improved surfaces
will give road service at about the same cost per
vehicle-mile for construction, maintenance and interest
on investment as for higher cost surfaces.

Uow cost road surfaces in the past have failed
principally from overloading and the lack of intelligent
maintenance.

With proper regulation of these two important
factors low cost improved roads can be huilt and con-
tinued in serriee.

28

r M.I FORMA J[/<;HWAYS AM) J'l lil.lC WOh'Ks.

OUTSTANDING WATER
ISSUES IN STATE AS THEY

DEVELOPED IN THE PAST YEAR

(Continued from page 2.)

of appropriation diirino- the period 1919 to
192.'}, inclusive, is easily noticeable as is also
the sharp upward trend of the curve during-
the period July 1st, to December 31, 1927,
caused by the appropriations by the Depart-
ment of Finance on behalf of the state. This
plate also indicates that roughly speaking only
one second-foot out of every seven applied for
is allowed. Tliis latter fact is especially sig-
nificant as indicating the service performed
by the Division of Water Rights in removing
definitely from the field of development enter-
prises which were undertaken but abandoned
or for one reason or another were refused a
permit.

THE year's record

During the year 466 applications Avere
received, 248 applications were approved, 237
ai)])lications were denied and 86 licenses were
issued. Field investigations were made of
some 325 projects and hearings were held
upon 128 projects. Bulletin 5 with some sup-
plemental memoranda, has been published
covering the San Gabriel investigation and
one new investigation has been undertaken —
that covering tlie water resources of Ventura
County.

ADJUDICATION PROCEEDINGS

Tmo new adjudication proceedings were
initiated during the year — one involving the
waters of Emerson Creek in Modoc County
and one involving the waters of Los Alamos
Creek in Santa Barbara County. In addition
to surveys and investigational work on these
two streams similar work on North Cow
Creek, Oak Run Creek and Clover Creek in
Shasta County and Butte Creek in Siskiyou
County was continued. Preparation of find-
ings in connection with Whitewater River
and Shasta River adjudication proceedings
has ])i-ogressed. The Stanislaus River case
still awaits action by the superior court of San
Joaquin County,

The following streams were administered
during the year — Owl, Soldier, Emerson and
Cedar creeks in ]\Iodoc County, Ilat, Burney,
Nortli Cow and Oak Run creeks in Shasta
County, Butte Creek and Sliasta River in
Siskiyou County. Administration of Kings
River continued during the year as did also
the Avork of the Sacramento and San Joaquin
Water Supervisor on the Sacramento River
and San Joaquin River.

GRAVEL ROADS IN

FEDERAL-AID SYSTEM

Gravel roads predominate in the 55,903
miles of Federal-aid roads constructed
through the country, according to percentages
recently published as follows :

Per cent Mileage

Gi-av.'l type .S5.5 19,845.56

Oiaded and drained 23.2 12,969.50

Concrete pavement 22.0 12.298.66

Sand-flay 8.1 4,528.14

Bituniinous macadam 5.6 3,130.57

Bituminous concrete 2.4 1,341.67

AVater bound macadam and other

types 3.2 1J8S.90

Totals 100.0 55,903.00

During the past year there were improve-
ments on 9,400 miles of the Federal-aid sys-
tem, bringing the total improved highways in
the system to 55,903 miles.

Vermont Votes Bonds

A bnnd issue of $8,000,000 for highways and bridges
has been voted by the legislature of Vermont, which
was called in special session to consider plans for
relief and reconstruction after the flood of last fall.
Authority to borrow $1,000,000 on short-time notes
during the ensuing year was also granted. The bond
plan was proposed by the governor and the vote in
the legislature was unanimous.

Vermont had begun early in 1927 on an auspicious
program of road construction, to be financed on a
pay-as-you-go plan. The damage by the flood made
it necessai-y to use current funds for road and bridge
repairs and threatened to upset the construction pro-
gram, but the bond issue will permit construction to
continue through 1028 as originally planned.

Removing Snow from Mountain Roads

(Continued fi-om page 24.)

Do not put chains on unless you absolutely have to
have them, as they shake the truck violently, and
you can not make any time. However, at times
cliains are needed for a mile or so. Put them on
when necessary, and take them oft" as soon as you get
through the ice.

When you return to shed, never leave until you
have flrst filled your truck with gas and oil and
checked your lights, so truck will be in readiness for
the next run.

Large reservoirs of hydroelectric plants have proved
their effectiveness as a means of flood control in at
least two instances during the recent high waters in
New England, according to Henry I. Harriman. presi-
dent of the New England Power Company. In the
extreme upper valley of the Connecticut River and in
the valley of the Deerfield, one of its Massachusetts
tributaries, he pointed out, there was a freedom from
floods as impressive as the crushing flood damage in
the AVinooski and lower Connecticut valleys. This
was attributed to the presence of reservoirs on the
two former streams.

(■ \l.l F(H{\I \ IIICIIW \ys AM) ri lU.lr WOlv'Ks.

20

STATE HIGHWAYS

NEED STATE VISION

(Continued from page 4.)

viewed, tliis does seem to be <iii injustice.
Perliaps to some extent and in some instances
it is an injustice, and tlie present Highway
Commission is not unmindful or inconsiderate
of these facts or aspects. But the public
sliouhl bear in mind the more important fact
that traftic requirements are the prime factor
in road building, and that these requirements
may be much more urgent and even neces-
sitous on roads not included in any of the
bond issues than on those so included. Changed
conditions, shifts of traffic, new developments,
many elements enter into the relative values
of highways as a means of meeting public
requirements and necessities.

It is obvious, of course, that state highw^ay
construction and extension should serve the
]niriiose of a well balanced development of
the entire state, not merely geographically but
with due and equitable regard to agriculture,
mining, manufacturing, commerce, recreation
and the tourist business. So there should be
no conflict, but only a healthy rivalry, between
or among any of these interests. When agri-
cultural districts complain that their develop-
ment is retarded or made wholly impossible
because state highway money is expended on
recreational or scenic roads instead of on
roads that would enable them to get their
products to the local markets, at least a par-
tial answer is that without recreational and
scenic roads there would be no local markets.
And when recreational and tourist interests
are disposed to over-estimate their importance,
as compared with that of agricultural
interests, they may be truly answered in large
measure, by saying that they must be fed
and serviced in a score of w^ays that are
dependent on local agriculture.

Between the northern and southern parts
of the state there can be no sensible or
justifiable conflict of interests in highway con-
struction. An equitable division of funds
has been effected by both law and policy, and
the average character of development in all
parts of the .state is essentially the same. Time
was when recreational and tourist business
was largely confined to southern California,
and it is still more prominent and extensive
in that part of the state than in the central
and northern parts: but its development in
the latter parts during recent years has been
tremendous, and the unquestionable attrac-
tions and resources of these parts are such as
to give assurance of the continuance of such

development on an ever increasing scale.
Every mile of good roads built in northern
California will benefit southern California
almost if not quite equally with the very
county in w^hich it is built, and the same is
true with respect to the benefits that will
accrue to northern California by the building
of good roads anywhere south of Tehachapi.
So, with all interests and all sections of
our great and beautiful state catching the
vision of its ultimate beauty and greatness,
let us move forward toAvard our shining goal.

SUPPOSE

If all that we say

In a single day,

With never a word left out,

Were jiriuted each night

In clear black and white —

"Twoiild prove queer reading, no doubt.

And then just suppose,

Ere one's eyes he cotild close

He must read the day's record througli :

Then wouldn't one sigh,

And wouldnt he try

A great deal less talking to do?

And I more than half think

That many a kink

Would be straightened in life's tangled thread,

If one-half that we say

In a single day

Were left forever unsaid.

— AiitJior T'nlmoicu.

"Mr. I'lorish,"' blabbed the great Badzib, emotion-
ally, "I been drinkin', been in poker games two days
an' now I gotta go home and face m' wife. I want
shome flowers."

"A difficult situation," responded the florist. Still,
some appropriate blossoms may assuage the lady's
wrath. AVhat would fit her general characteristics?
Ro.ses? Daisies? The delicate jasmine flower?"

"Gimme shome tiger lilies."

PEP

Vigor, vitality, vim and punch —

That's Pep !
The courage to act on a sudden hunch —

That's Pep !
The nerve to tackle the hardest thing.
With feet that climb and hands that cling ;
A heart that never forgets to sing — ■

That's Pep !
Sand and grit in a concrete base — •

That's Pep !
Friendly smile on an honest face —

That's Pep !
The spirit that helps when another's down,
That knows how to scatter the blackest frown.
That loves its neighbor and loves its town —

That's Pep !
To say "I will" — for you know you can —

That's Pep ! '
To look for the best in every man —

That's Pep !
To meet each thundering knockout blow.
And come back with a laugh, because you know —
You'll get the best of the whole darned show — •

That's Pep !

— Grace E. Bostwick.

i!U

(AfJFOJiNIA HJUHWAYS AND PUJiLIV WORKS.

Exposition Exhihits

SJioiv Devices to Add

to Motoring Safety

Gathered at the Chicago Coliseum last month were
the products of 232 nuiuufaoturers of automotive
service tools, accessories and replacement parts.
These were on exhibition as a feature of the twelfth
annual convention and ninth annual exhibit of the
manufacturing members of the Automotive Ecjuip-
ment Association. Of outstanding interest to motor-
ists were the items shown which will result in safer,
more comfortable, and more economical motoring.

Brake equalizing machines are today of greater
importance tlian ever before. Present high-speed
traffic plus four-wheel brakes makes tliis so. One of
the brake e(]ualizing machines on exhibition consisted
of a large steel rack on which the car is run. On this
rack are two electric motors driving one pair of roll-
ers at the rear of the car and another pair at the
front. These rollers are located so that they are
directly under the wheels of the car. Then they are
set in motion by the electric motors. As the brakes
are applied the resistance they set up is read on a
separate dial for each wheel. In this way the service
man can quickly get just the right adjustment, which
results in quick stopping without skidding.

HELPS FOR REPAIRMEX

Greater accessibility of the under side of the pres-
ent-day low-swung cars is assured by several interest-
ing car hoists. Two of these are similar, in that the
car is driven on the hoist, while it is flat on the floor.
When tlie car is in place an electric motor x-aises a
pair of parallel bars that engage the axles and hoist
the car, leaving tlie wheels free for any needed adjust-
ment.

Improved heating of automobiles is doing much to
make motoring pleasant the year around. This year
the show included more heaters than ever before, two
steam, and one hot water type being unusual.

The steam heaters have copper units that are
placed in the exliaust manifold. There is a liquid in
these heating units that gives off steam almost as
soon as the car starts. This steam rises to the heater
in the car, and before the car has gone a quarter of
a mile the lieater is hot. The hot water heater takes
the water from tlie engine, circulates it tlirough the
heater in the car and returns the water to the engine
to be heated again. While this heater is slower to
get hot, it will hold its heat longer when the ear is
parked.

S.MOOTinXG THE HUMPS

Shock absorbers of different kinds are offered to
make riding smoother. In addition to several of the
liydraulic types, tiiere are a few new types operating
on tiie snubher plan, while the kind that clamps to
the si)ring leaves seems also to be gaining in favor.

Tile f)ld liand iiictliods of fitting bearings are obso-
lete. Kcamers wliich work with the same precision
used in production nvc now available to service sta-
tions. Tiiese reamers turn out better work in sliorter
time than is possible by any other method. By means
of fine adjustments these reamers can work to limits
as close as one-half of one-thousandth of an inch, or
about oiM'-lialf the thickness of a liuniaii hair.

Low Cost Roads to

Assist Agriculture

The Highway Research Board of the National
Research Council met on December 8d for the last
important national highway meeting of 1927.

Highway officials heard important reports on the
subject of highway construction, maintenance and
operation. Among the most important of these reports
was a report on low cost improved roads, with
recommendations for the methods of construction of
agricultural highways.

"The Highway Research Board will recommend the
methods that may be used in the construction of
thousands of miles of low cost roads throughout the
United States," said Mr. Upham, director of the
board. "The practicability of highways costing less
than $5,000 per mile has been conclusively proven
where the amount of traffic to be handled is compara-
tively light.

The immediate construction of these roads is essen-
tial to the proper development and prosperity of
American agriculture."

Excellent Progress Made

dy Convicts on Higliivay

The above photograph shows the progress
of convict work on the state highway between
Mariposa and Bricebitrg. This construction
work is making a great improvement in the
existing road by reducing curvatures and
generally bringing the road nearer to present-
day standards. Reports show that the work
is progressing very satisfactorily and much
improvement has been made since the camp
was moved to its new location in September.

We are told that "'this year's world output of motor
cars Avill run into millions." AVe are glad of this liint,
and will try our best not to be one of those millions. —
JArcr/io))! Wccklij Post.

A new estimator in a contractor's office said to his
boss, "Say, I've added these figures up ten times."

"That's fine," exclaimed the boss.

"Yes," said the estimator, "and here are the ten
answers."

"A lady had taken her tliroc-year-old son into the
booth while her husband voted in that adjoining. When
they met, after casting their ballots, the little chap
said to his father :

" 'Daddy, mother must love all the politicians.'

" 'How is that?' the father wanted to know.

" 'AVell, I saw her mark kisses after a lot of their
names.' "

CALIFORNIA If HI II WAYS AND PUIiUG WORKfi.

31

THE NEW WOMEN'S P]:NITENTIARY

(Continued from page 6.)

a o'oneral office, an office for the assistant
su]>erinten(lent, an office for the superin-
tendent, an examination room and a waiting
room for inmates. A recreation room of
am])le size equipped with moving picture
machine occupies the remaining space on the
main or south front of the building on the
first floor. Adjoining the spaces just
described is a large area extending entirely
across the width of the building which is
aA'ailable for carrying on various industries in
wliicli the women can advantageously be
em])loyed; this area is exposed to the east
and west sides of the building, thus getting
ample natural ventilation and in addition to
the daylight from the exterior windows, gets
light from two large skylights which are fed
with light from two interior light courts
which begin at the level of the second floor.
The size and arrangement of this industrial
space are such as to make it feasible to carry
on several different kinds of industry at the
same time ; since this will involve dividing the
women workers into several groups ample
lavatory facilities have been provided in three
different locations connected with this indus-
trial area.

Next to the industrial area just described,
in the rear portion of the first floor, are placed,
on the east side, the main dining room,
officers' dining room, kitchen, store room and
cold storage spaces. These spaces are com-
pletely equipped so that the functions
involved are so provided for as to be entirely
self-contained as already indicated. On the
west side of the building at the rear of the
industrial space on the first floor are two
units, one a completely equipped laundry,
which will be operated by the inmates, and
the other a lost privilege unit which contains
four isolation cells.

There are two flights of stairs in the build-
ing, one near the front entrance, which is
intended to be used chiefly by those in charge
of the building, and the other near the rear
entrance for the use of inmates. Both flights
of stairs, however, at all story levels are closed
and ])rovided with steel bar doors which can
be kept locked.

CELL ARRANGEMENT

The two upper floors contain the cells for
the inmates, also a complete hospitalization
unit. The cells are 7 feet by 9 feet, each to
Accommodate one inmate. The circulation
corridors are adjacent to the exterior walls on
all sides of the building except on the south

front of the second floor where the hospitaliza-
tion unit is placed. There is also a central
circulation corridor. All these corridors are
7 feet wide. The cell and other rooms except
those of the hospitalization unit receive their
natural light from two interior light courts,
each ;5() feet by 100 feet in size. Since these
courts extend only two stories in heiglit, they
furnish an abundance of daylight, sun and
air to the sleeping rooms, as already stated.
These courts at the level of the second floor
are available as outdoors rest and airing spaces
for the inmates. Two day or sun rooms are
]n-ovided, one on the second and one on the
third floor; these day rooms are on the
exterior walls of the building and accessible
from the circulation corridors.

There is provision in the plan for an ele-
vator should it be found desirable to install
one at a future time.

HOSPITAL

The hosi)italization unit on the second floor
has the following rooms : Four isolation rooms
for communicable diseases; a diet kitchen; a
nurses ' room with special plumbing ; an eight-
bed hospital ward with its bathroom; two
sleeping rooms with bath for the superin-
tendent and assistant superintendent ; general
clinic ; drug room ; sterilizing room ; operating
room; anesthetic room; doctor's office and
doctor's wash-up room. In addition to these
spaces there is special provision on the third
floor for the treatment of venereal diseases
with necessary waiting room.

Each cell is provided with its own plumb-
ing fixtures consisting of a toilet, a wash
basin and drinking fountain; each is indi-
vidually heated with its own steam radiator ;
the window of each is controlled by the
inmate, and the furnishings are such as to
make the room as homelike as possible. Bath-
rooms are provided on both the second and
third floors in separate units, each having
three showers with dressing rooms and one
tub. In addition there is a third bathroom
with three showers and one tub on the second
floor for the use of negresses.

The concrete floors in the corridors and in
the hospitalization unit are covered with
linoleum.

PRISON LABOR USED

The construction of the building was
handled on what is called the day labor
method, the Division of Architecture pur-
chasing the necessary materials through the
State Purchasing Department and employing
a small i)ercentage of i)aid labor; the major
])ortion of the skilled as well as common labor

32

CALIFORNIA HIGHWAYS AND PUBLIC WORKS.

■was performed by the prisoners tliemselves.
The actual cost of the construction of the
building was $145,171 and the value of the
labor of the inmates was estimated at about
$42,8S;i, making the total value of the building
to the state about $188,054.

Code for City Tree
Planting Issued

by United States

Intcii'st in makiug cities beautiful, which has led
to a movciiicnt for landscaping urban streets, has
brought tree planting to a position of some importance.

For the guidance of municipal authorities the
I'nited States Department of Agriculture has con-
ducted a study of the adaptability of certain trees to
certain purposes, and a code for town and city plant-
ing has been formulated. If a tree is to be a success-
ful adornment of a city, it must be suited to the
climate of the locality and have foliage healthy
enough to withstand the dust and smoke ; a root
system not easily affected by unusual soil conditions,
by restricted feeding areas or by pruning when street
improvements are being made. It is important that
the foliage should be light, open and airy and that in
autumn the coloring should be vivid.

Spreading trees may be planted on broad streets,
but tall, slender trees or small ones should be planted
in streets that are narrow. Formal trees may appear
on parking spaces in the middle of an avenue, but
these sliould be balanced with appropriate planting
along the sides.

For general urban purposes, oaks are said to be
the best, though t>n account of their reputation for
slow growth they have hitherto been little used.
They are hardy and long lived and comparatively
free from disease and insect attacks. Maples, on the
other hand, are pronounced largely unsatisfactory.
Througliout the United States, it is said, the silver
maple, more than any other tree, is used for street
jdanting; yet it is one of the least desirable, on
account of its brittle wood, its shallow I'ooting and
tendency to decay. Most of the other maples suffer
from similar faults.

Poplars are not desirable for street planting,
according to the study, except the tall, columnar
T.ombardy poplars for narrow streets. This family of
trees is usually favored because it is easily propagated,
easily transplanted and grows quickly; but it does
not yield gracefully to the necessary pruning and its
vigorous root growth near the surface works havoc
with sidewalks and sewers. The cottonlike seed
ajjpendages of many varieties create a nuisance for
street cleaners.

More favored by tree experts are elms, for sections
where the elm leaf-beetle and the elm bark-louse have
not penetrated ; the honey locust, of large, open,
round head and fine foliage ; and the strong-growing
sycamore, when given plenty of space. The basswood
or linden is much admired, but often is not reliable
on account of a comm()n fungons growth that kills it.
The ash and the liackberry have proved useful for
street planting, the green ash being one of the few
successful tn'es found in the arid regions of the
prairie.

For the heart of the city the ailauthus, growing
where nothing else will grow, is recommended. For
formal effects, particularly for central parking where

taller trees are used on the sidewalk, the umbrella
tree receives favorable mention ; also some of the
palms are suggested.

S)iow licmoval Program

Of Eastern States

Snow removal activities of states in the snow belt,
little known to Californians, are effecting an eco-
nomic saving of millions of dollars to motorists,
according to George S. Grant, manager of the Touring
Bureau of the California State Automobile Associa-
tion. Reports received by Grant from the touring
department of the American Automobile Association,
with which the state association is affiliated, show
that more than 117,000 miles of highway are being
cleared of snow and kept open to motor traffic this
season. California snow removal problems are con-
fined to the Sierra pass routes while some of the
snow belt states must expend extraordinary efforts to
keep main state routes open.

The roads making up the 117,109 miles to be
cleared of snow are located in the thirty-six states
which form the snow belt. The snow removal pro-
gram of the states calls for the expenditure of more
than $5,000,000 this winter. The average per mile
cost will be about .$45.

Every $100 spent in snow removal yields an esti-
mated saving of $1,000 in more efficient transportation
and business continuity. On the basis of these figures
the communities which keep their streets and highways
clear this year will reap an economic benefit in excess
of $50,000,000 this winter.

Practically 80 per cent of the nation's registered
motor vehicles are in the snow belt, which means that
on the basis of 17,700,000 motor vehicles registered in
the snow area an investment of $15,000,000,000 is
dependent upon the problem of keeping the highways
open for winter travel.

The cost of clearing the highways of snow averaged
$43.50 per mile last year and ranged from $6.40 per
mile in Virginia, on the southern boundary of the
snow belt, to $136.62 per mile in Wyoming, in the
northwest.

WEED CONTROL IN HIGHWAYS

Control of obnoxious Aveeds within the
highway right of Avay is each year becoming
more of a burden on the maintenance organ-
ization of the State Highway Commission,
officials in the Eureka branch ofifice stated
recently.

While formerly the Yellowstar thistle and
mustard Aveed demanded the commission's
attention, there has appeared within the last
few years a more serious infestation known as
the puncture vine.

As the activity of the State Highway Com^
mission is necessarily limited to areas within
the organization's right of way, unless full
cooperation is had from the adjacent property
owners and various county horticultural com-
missioners, the work of the highway body
will avail nothing, as these areas will be
reseeded from outside faster than the commis-
sion can eradicate.

CAfJI-'ORNIA inaHWAY^ ASD I'VIiLlC WORKS.

38

United States Numbered Highways

For tJie Convenience of the Traveling PiiNic a Limited System of State
Boads Have Been Given Continuous Nimiljers Across the Country

F( »li tlie past two years tlie state liig'liway
(lei)artiuents of the nation have been
working on a phm. in cooperation "with
the Department of Agriculture, of designating
certain through roads with numbers that would
be carried continuously from coast to coast.
Naturally this carries a limited mileage, but it
is believed that the system approved takes
care of the major part of interstate traffic.

Tlie plan adopted ])ro-
vides that roads running
north and south shall be
odd numbers and roads
running east and west even
numbers. Necessarily there
must be some diagonal
routes joining these odd
and even numbered routes.
In laying out this system
the highway officials felt
that the simplicity of the
plan adopted would be
popular Avith the people,
and in a large majority
of the states the numbers
chosen have already been
erected. The total mileage involved in the
routes selected is 96,626 miles. This includes
the mileage through cities. In some instances,
particularly in mountainous country, it is
necessary, for short distances, that a. road
carry two numbers ; but in such cases both
numbers will be erected on the same post and
it will not be at all confusing to the traveling
public. The design adopted is the commonly
known United States shield outline. The
signs are being erected by the California
State Automobile Association, and the Auto-
mobile Club of Southern California.

The following descriptions of routes having
a California terminus have been received by
the Department of Public Works. The roads
designated by these numbers do not have any
preference over other roads on the Federal-
Aid Highway System, as far as construction
and financing are concerned.

United States Highway No. 40
South. Total Mileage, 884

CALIFORNIA — Beginning at S a n F r a n c i s c o,
eiossiug the bay to Oaklaiul. Martinez, Davis. Sacra-
mento, Auburn, Truokee, via the Nevada-California
state line west of A^erdi.

NEVADA — Beginning at the California-Nevada
state line west of Verdi to Reno, Sparks, Wadsworth,
Fcrnley, I>ovehick, Winnemueca, Goloonda, Battle
Mountain, Carlin, Elko, Halleck, Deeth, to the
Nevada-Utah state line at Wendover via Wells.

I'TAH — Beginning at the Nevada-Utah state line
at Weudover to Mills, Salt Lake City, Kimball, Heber,
Fruitland, Duchesne, to the Utah-Colorado state line
at K Ranch via A'ernal.

COLORADO — Beginning at the Utah-Colorado
state line at K Ranch to Craig, Steamboat Springs,
Rabbit Ear Pass, Kreramliug,
Hot Sulphur Springs, Berthand
Pass, Denver, to the junction
with No. 40 North and No. 40
South at Limon via Deertrail.
COLORADO— Beginning at
the Kansas-Colorado state line
west of Weskan via Cheyenne
Wells, Hugo, Limon, Ramah,
Colorado Springs, I^ake George,
Trout Creek Pass, Buena Vista,
Leadville, Tennessee Pass, Wol-
cott. Glenwood Springs, Rifle
to (^rand Junction.

KANSAS — B eginning at
INIanhattan via Junction City,
Abilene. Salina. Ellsworth, Rus-
sell, Hays. Wakeeney, Oakley,
Sherron Springs to the Kansas-
Colorado state line west of
Weskan.

United States Highway No. 48

Total Mileage, 67

CALIFORNIA — Beginning at French Camp via
Tracy, Hayward to San Jose.

United States Highway No. 50

CALIFORNI.i — Beginning at Sacramento to the
Nevada-California state line at the south end of Lake
Tahoe via Placerville.

NEVADA — Beginning at the California-Nevada
state line at the south end of Lake Tahoe to Glen-
brook, Canson City, Leeteville, Fallon, East Gate,
Austin, Eureka via Ely.

UTAH — Beginning at Thistle to Castle Gate,
Price, Woodside, via Green River to the Utah-
Colorado state line west of Mack.

COLORADO— Beginning at the Utah-Colorado
state line west of Mack to Grand Junction, Delta,
Montrose, Gunnison, Monarch Pass, Salida, Canon
City, Florence, Pueblo, La Junta, Las Animas, to the
Kansas-Colorado state line west of Coolidge via
Lamar.

KANSAS — Beginning at the Kansas-Colorado state
line west of Coolidge to Svracuse. to Garden City via
Lakin.

United States Highway No. 66

Total IMileage, 2448

CALIFORNIA— Beginning at Los Angeles via San
Fernando, San Bernardino, Victorville, Barstow,

34

CALIFORNIA HIGHWAYS AXD PUBLIC WORKS.

Ludlow. DjiRKctt. to the Arizona-California state line
west of Topock via Needles.

ARIZONA — Beginning at the Arizona-California
state line west of Topook to Kingman, Peach Springs,
Seligman, Ashfork, Williams, Flagstaff, Winslow,
Holbrook, Adamana, Navajo, to the New Mexico-
Arizona state line west of Lupton via St. Michaels.

NEW MEXICO — Beginning at the Now Mexico-
Arizona state line west of Liipton to Gallup, Grant,
Los Lunas, Albuquerque. Santa Fe, Romeroville,
Santa Rosa, to the Texas-New Mexico state line west
of Glenrio via Tucumcari.

TEXAS — Beginning at the Texas-New Mexico line
west of (Jlenrio to Ontario, Amarillo, to the Oklahoma-
Texas state line at Texola via Claude.

OKLAHOMA— Beginning at the Oklahoma-Texas
state line near Texola to Sayre, Elk City, Clinton,
Bridgeport, El Reno, Oklahoma City, Edmond,
Chandler, Sapulpa. Tulsa, Claremore, Afton, Vinita,
to the Kansas-Oklahoma state line south of Baxter
Springs via Miami.

KANSAS — Beginning at the Kansas-Oklahoma
state line south of Baxter Springs to Baxter Springs,
to the Missouri-Kansas state line at Galena via
Galena.

MISSOURI — Beginning at the Missouri-Kansas
state line at Galena to Joplin, Carthage, Springfield,
Lebanon, Rolla, Cuba, to the Illinois-Missouri state
line at St. Louis via Pacific.

ILLINOIS — Beginning at the Illinois-Missouri
state lino at East St. Louis to Litchfield, Springfield,
Bloomington, Dwight, to Chicago via Joliet.

United States Highway No. 80

Total JNIileage, 2726

CALIFORNIA — Beginning at San Diego to
Jacumba, to the Arizona-California state liine west of
Yuma via El Centro.

ARIZONA — Beginning at the Arizona-California
state line west of Yuma to Y'^uma, Sentinel, Gila Bend,
Hassayampa, Avondale, Phoenix, Mesa, Florence,
Tucson, Tombstone, Bisbee, Douglas, to the New
Mexico-Arizona state line west of Rodeo.

NEW MEXICO — Beginning at the New Mexico-
Arizona state lino west of Rodeo, Lordsburg, Doming,
to the Texas-New Mexico state line south of Anthony
via Las Cruces.

TEXAS — Beginning at the Texas-New Mexico
state line south of Anthony to El Paso, Van Horn,
San Martino, Pocos, Big Spring, Abilene, Eastland,
Fort Worth, Dallas, Miueola, Longview, to the
Louisiana-Texas state line east of Waskom via
Marshall.

LOUISIANA — Beginning at the Louisiana-Texas
state line east of Waskom to Shreveport, Minden,
Arcadia, Ruston, Monroe, Royvillo, to the Mississippi-
Louisiana state line at Delta via Tallulah.

MISSISSIPPI — Beginning at the Mississippi-
Louisiana state line at Delta to Vicksburg, Jackson,
Forest, Newton, Meridian, to the Alabama-Mississippi
state line west of Cuba via Kewanee.

ALABAMA — Beginning at the Alabama-Mississippi
state line west of Cuba to Livingston, Demopolis,
Selma, Montgomery, to the Georgia-Alabama state line
at Columbus via Tuskegeo.

GEORGIA — Beginning at the Georgia-Alabama
state line at Columbus to Talbottom, Knoxville, Macon,
.Teffersonvillo, Dublin, to Savannah via Swainsboro.

United States Highway No. 91
Total Mileage, 1,388
CALIFORNIA— Beginning at Nevada-California
state line south of Jean via Baker to Daggett.

NEVADA — Bogiuning at I ho Arizona-Nevada state
line near Mesquite via Bunkerville, Glondalo, Las
Vegas to the Nevada-California state line south of
Jean.

ARIZONA — Beginning at the Utah-Arizona state
line north of Littlefield via Littlofiold to the Arizona-
Nevada state line near Mosquito.

UTAH — Beginning at the Idaho-Utah state line
south of Franklin via Logan, Brigham, Ogden, Salt
Lake City, Provo, Springville, Fillmore, Cave Fork,
Parowan, Cedar City. St. George to the Utah-Arizona
state line north of Littlefield.

IDAHO — Beginning at the Montana-Idaho state
line at Monida via Dubois, Idaho Falls, Pocatello,
^IcCammon, Preston to the Idaho-Utah state line
south of Franklin.

MONTANA— Beginning at Great Falls via Wolf
Creek, Helena, Boulder, Butte, Silvorbow. Dillon,
Lima to the Montana-Idaho state line at Monida.

United States Highway No. 99

Total aiileage, 1509

CALIFORNIA — Beginning at El Centro via Braw-
ley, Indio, Redlands, San Bernardino, Pasadena. Los
Angeles, Bakersfield, Fresno, Merced, Stockton, Sacra-
mento, Davis, Woodland, Williams. Red Bluff, Red-
ding, Dunsmuir, to the Oregon-California state line
north of Hornbrook via Yreka.

OREGON — Beginning at the Oregon-California
state line south of Siskiyou to Ashland, Medford,
Grants Pass, Roseburg, Eugene, Junction City, Albany,
Salem, to the Washington-Oregon state line opposite
Vancouver via Portland.

WASHINGTON— Beginning at the Washington-
Oregon state line at Vancouver to Kalama, Kelso,
Chehalis, Olympia, Tacoma, Seattle, Everett, Mount
Vernon, to the United States-Canadian International
Boundary north of Blaine via Bellingham.

United States Highway No. 101

Total Mileage, 1896

CALIFORNIA— Beginning at the United States-
Mexican International Boundary at Tia Juana to
San Diego, La Jolla, Encinitas, Oceanside, Capistrano,
San Jimn, Santa Ana, Los Angeles, Ventura, Santa
Barl)ara, Los Crucos, San Luis Obispo, Paso Robles,
Salinas, San Jose, San Francisco, San Rafael, Santa
Rosa. Ukiah, Willits, Eureka, Trinidad, to the Oregon-
California state lino south of Brookings via Crescent
City.

OREGON — Beginning at the Oregon-California
state line north of Smith River to Brookings, Port
Oxford, Boudon, Coquille, Florence. Newport, to the
Washington-Oregon state line at Astoria via Tilla-
mook.

WASHINGTON— Beginning at the Washington-
Oregon state line at Meglor to Ulwaco, to South
Bend, Raymon, Aberdeen, Humptulips, Forks, Port
Angeles, Port Discovery, Duckabush, to Olympia via
Sholton.

United States Highway No. 199
Total Mileage, 84.

CAFjIFORNIA — Beginning at Crescent City to
Smith River to the Oregon-California state line west
of Takilnia.

OREGON — Beginning at the Oregon-California
state line west of Takilma to Grants Pass via Kerby.

All signs will be placed square Avith the road to
the right of traffic direction, either alongside of head-
walls of i)ipe culverts or from two to four feet beyond
the shoulder break on fills and the bank side of ditches
in cuts. Where the shoulder break is not defined, it
will bo considered as the outer edge of that portion
maintained as travolable road width.

CALIF(H^'X[A IfiaifWAYS AND PUBLIC WORKS.

35

u.

S. ROAD CHIEF
TELLS ASPHALT MEN

NATION'S ROAD NEEDS

THE HIGHWAY CREW

(Coiitimit'd froiii paijt

.)

UDW iul«Miuate that a low type of supplcmontal con-
struction must be ilevelopecl which cau be adequately
maintained. As indicative of the possibilities in this
field, we have a demonstration of the finest crushed
rock surfaces in the west. The processing with
bituminous treatments gives promise of high class
service under moderate traffic at a reasonable annual
maintenance cost. Furthermore, a type of mainte-
nance is possible that renews the original smooth-
riding qualities of the road. It has already been
demonstrated that these surfaces can be scarified and
a small amount of additional material added, and that
the work can be done on a quantity basis and, which
is all important, at a low cost. There may be diffi-
culties with this type of construction, but it gives
such promise that the asphalt industry, both engineers
and contractors, can well afford to devote thought
and effort to its perfection.

RESEARCH WORK NECESSARY

Third. There are long mileages of both the state
highway and local highway systems, particularly in
the regions west of the Mississippi River, on which
the only hope now apparent for first class highway
service lies in the development of bituminous con-
struction. AVithout criticising the efforts that are
being made toward the perfection in detail of the
standard asphaltic mixtures for pavement construc-
tion, the attention of the industry is directed toward
the desirability and necessity of developing types of
construction that can be laid more cheaply than the
standard types and that will prove adequate. This
may very well mean making a larger percentage of
the product available for use in the lower types of
construction, and to do this not only the processes
but the equipment, and even the material itself, must
be adapted to this purpose.

MILEAGE AT LOW COST

Fourth. Again, without thought of overlooking the
desirability of the more durable types of construction
which have long been established as standard, the
attention of the industry is directed toward the over-
whelming physical problem confronting the country,
which can not be met quickly by the relatively small
mileages of the high cost construction that may be
built with the present income from year to year. It
does not appear impossible to develop processes, and
the bituminous processes seem most adaptable for the
purpose, that lend themselves to complete overhauling,
largely restoring the roads to their original condition
without impossible expense. Students of highway
finance must be impressed with the fact that it is the
annual cost of providing adequate highway service
that is the important item, and the field of possibilities
in bituminous construction has been only partially
developed.

Fifth. Finally the performance of many of the
older bituminous macadam roads, particularly in the
northeastern states and abroad, provides confidence
that this type of construction can be used under heavy
traffic, provided the design and maintenance are
adequate. In this field there seems to lie the possi-
bility of more closely controlled manufacturing proc-
esses, coupled with changes in design that would
insure more uniform and more satisfactory results.

By LlI.T.IAN Tkegenza.

Sing a song of the Highway Crew,
Emblem the pick and the spade ;
Dirty the work they have to do,
Well earned the wage they are paid.

Urag and truck and shovel,
Shovel and truck again ;
Slides and choked-up ditches,
The curse of the Highway men.

Dust in the heat of the summer.
Mud through the winter and fall,
Remarks from each passing auto ;
The "Highway" gets it all.

The road's as smooth as a caiiiet,
The work is done, and then —
A Sunday's quota of autos
And it's all to be done again.

Half of the road is finished ;

Covered with rocks and tar ;

A string of spattered autos —

And you know what they think you are.

Just a "Men at Work" sign
Or "Road is in Repair"
Changes any country highway
To a crowded thoroughfare.

So sing a song of the Highway Crew,
Emblem the pick and the spade,
And measure the depth of their service to you
By the miles of road they have made.

[Editor's Note. — Mrs. Tregenza is the wife of
George Tregenza. maintenance foreman in the Fourth
State Highway District, headquarters, San Francisco.]

HAMLET TO DATE

To park or not to park, that is the question ;

Whether 'tis better to drive on farther

And hope at least to find a one-hour parking limit.

Or slip into the place near the fire plug.

And, by parking, risk a warrant.

To park right here, 'tis true.

Would save much time, forsooth end my fruitless

driving
Around the block. But darn it all ! There's that
Cursed hydrant. To stop — to park — to court !
Perchance to jail ; ay, there's the rub ;
For in that traffic court, what fines may come
When I have shuffled up before the judge —
He might say "thirty days." Ill risk it not.

— Exchange.

Bocli Shoulders Installed

The contract for placing rock borders on
twelve miles of highway from Williams to
Delevan has been completed. Hemstreet and
Bell were the contractors.

36

C ALIFORM! JlJil fl WAY.s A\D PUBLIC W(th'KS.

Do You Drive Safe?
Auto- Analyze Yourself;
Here is the Test

Perhaps motor accidouts would be considerably re-
duced if owners of cars would consult a good psycho-
analyst before taking their machines out on public
highways. They may have complexes which need
attention. Once these are removed, or at least treated,
their driving efficiency might be greatly improved. At
least they can give themselves a sort of self-analysis
to check up on some of their tendencies, says H.
Clillord Brokaw in the New York Herald-Trihunc.

This suggests that one reason why there are so
many automobile accidents may be because motorists
liave not sub.iected themselves to a study of their own
capacities as drivers. It would not take much time
or trouble for an automobile owner to check up on
his present situation as a driver of a car. Having
found out his present status he might try out for a
higher ideal.

l*>y way of self-analysis let each motorist answer
honestly for himself the following questions : Have I
at any time in the past been guilty of driving a car
at an excessive rate of speed?

Have I ever driven on the wrong side of the street?

Have I driven recklessly in passing children?

Or taken chances in passing another vehicle?

Failed to stop when passengers were getting off
street cars?

Fooled with other occupants of car while driving?

Failed to observe recognized automobile signals?

Failed to sound the horn, as is customary?

Started from the curb into heavy traffic without
precaution ?

Passed a street car on the left?

Driven through a safety zone?

Disregarded the traffic rules?

Failed to cooperate wdth the traffic officers?

Failed to go slowly by a school building?

Turned comers improperly?

Been reckless at a railroad crossing?

Driven a car with illegal lights?

Driven incautiously past blind corners?

Backed up without looking beliind?

Driven with inadequate brakes?

Stopped suddenly without warning those behind?

Parked my car next to water hydrant?

I'ailed to look out for jaywalkers?

I'arked my car in evening without lights on?

Left my car on incline without brakes i)roper]y set?

Driven with a faulty steering gear?

Hidden without chains or non-skid tires over wet
]);\\v\ncnt'!

Followed another c-ar too closely for safety?

Entered a garage at high speed?

Driven a car I did not know how to manage safely?

Driven in a don"t-give-a-rap-about-the-other-fellow
attitude ?

Allowed a child to catch on for a ride?

Failed to watch out for obstructions in the highway?

Neglected to exercise proper caution on curves?

Driven a car not e<iuipped with mirror for looking
back ?

Driven and flirted with girls on sidewalks at the
same time?

Failed to give pedestrians a fair chance?

Tried to outguess the other fellow?

Slowed down at grade crossings?

Hogged more than my share of the road?

Obseiwed the golden rule in motoring?

Xeiv Permit Forms

Two distinct permit forms have been prepared
to replace the form P-102.

Form P-102 Rev. (Transportation Permit) is to
be used where moving of special load equipment. Ijuild-
ings. tractors, etc., is desired.

Form P-202 (Encroachment Permit) is to be used
for encroachments, or work by outside parties within
the highway right of way limits.

The new forms should simplify the preparation
of your permits and save time in typing and reviewing
them as well as insuring uniform practice throughout
the state.

State High way Progress Be ports

IMPERIAL COUNTY— Excellent progress is being
made by Contractors Ward and (xabler. on the grading
of 2.1 miles of highway on the San Diego- El Centro
Highway at the lower end of INIountain Springs grade.
This project is to replace that portion of the original
highway destroyed by floods a year ago. At present
traffic is routed over a temporary oiled road follow-
ing the bed of the wash. This highway is of stategic
importance to Imperial Valley since it is the prin-
cipal means of commercial activity between the valley
and the city of San Diego. Since a large percentage
of the produce of the valley is perishable, continuous
service is imperative. A possible repetition of last
year's flood disaster will be eliminated when the pres-
ent project is completed.

FRESNO COUNTY— The extension of all the nar-
row culverts in Fresno County on the Golden State
Highway is being undertaken this month. The elimi-
nation of these "bottle necks" will greatly improve
traffic conditions on this heavily traveled road.

The road through General Grant Park and into
Hume is still open though covered with approximately
8 inches of snow. Chains must me used on the grades
east of the park.

KERN COUNTY — Considerable widening has been
done on the Maricopa grade into Cuyama Valley on
Route ")7 and on this road which also extends through
Kern River Canyon and Walker's Pass, culverts are
being installed and some shovel work is proposed to
eliminate some of the more dangerous points.

Snow fell recently on the Ridge Route but not
enough to seriously inconvenience traffic.

MARIPOSA COUNTY— Traffic into Yosemite
Valley is increasing considerably over the holiday
period. There is plenty of snow in the valley. Mirror
Lake is frozen over and is being used for skating and
sledding.

The state highway from Merced to the park
entrance is in good condition tliough slightly slippery
between the JMerced County line and ^lariposa, during
rainy weather.

MERCED COUNTY — A much needed improve-
ment on the Pacheco Pass Highway is 9 miles of
crushed rock borders which are being placed through
the adobe sections by Larsen Bros, of LivermoiH>.

RIVERSIDE COUNTY— The Maintenance
Department has started the oiling of 10.5 miles of
sand shoulders on the Los Angeles-Imperial Valley
Higliway from Oasis north. The oiling is to cover a
strip three feet wide along each edge of the pavement,
thereby increasing tlie effective width of traveled way.
This is one of the few improved highways in the state
where the motorist is confined to the bare width of the
pavement ; due to the soft sandy shoulders, the edges
of the pavement form lines outside of which he dare
not turn liis wheels. Vehicles having the maximum

CAfJFOh'M A IfiailWAYS AND PUJUJC WORKS.

Icfial width of ninety-six inches .-n'e coninion on this
higliwiiy ;ui(l must aetnally overhans; the pavennMit
edjft's in i)assinjj. Corrootion of this danfferous condi-
tion is the goal sought by the Maintenance Depart-
ment in their present oiling project.

SAN RERXARDTNO COVNTY—Foofhill hoiile-
vanl — The first 0.8 mile of the Foothill boulevard
west of San Bernardino is under contract for recon-
struction. The new pavement will be of asphalt ic con-
ci-ete '.M) feet wide. Contractiir Steele Finley is erect-
ing his asplialt platit at Rialto preparatory to laying
the pavement. His activities on the road up to the
in-esent time have been confined to the construction
of the necessary drainage structures.

Another phase of the Foothill boulevard reconstruc-
tion is under way in the form of the construction of
culverts at the Banana avenue intersection near
Fontana. This is being done in cooperation with the
Fontana Farms Company who are improving Banana
avenue.

I'rdldnds io the San lierndrdiiio-Nirrrsidc roKtiti/
line — The preliminary work of grading and installing
drainage structures on Matich Bros, contract has
been cleared away and the actual paving work begun.
The new pavement is being constructed of Portland
cement concrete 20 feet wide. Crushed rock shoulders
2i feet wide will be placed along each edge of the
pavement from material salvaged from the old oiled
macadam pavement.

Crest route — The construction program on the new
high gear road from San Bernardino to Big Bear Lake
took new life on December 1.3th when the United
States Department of Agriculture opened bids for
grading 3.") jniles of mountain highway from Water-
man Canyon toward Squirrel Inn. This project stands
out among other projects of the Department of
Agriculture as one of the heaviest mountain grading
projects yet undertaken. The lowest bid on the 3.5
mile section as submitted by J. G. Donovan & Son,
Los Angeles, was .$339,700. When this contract is
completed there will remain approximately 2 miles
of similar work to be done by the Division of High-
ways to complete the road to Squirrel Inn.

The improvement between Squirrel Inn and Run-
ning Springs Park is continuing as usual by the
Division of Highways. The gas shovel which has
been in operation since August, 1926, has advanced
from the Running Springs end through the Allison
Ranch in distance a little over four miles.

Banana avenue pavement and storm channel inter-
section— AVhile engaged in our highway building
program with the Department of Public Works,
we often become aware of other "Builders of Cali-
fornia"' and we sometimes find it possible to coop-
erate with them to mutual advantage. These oppor-
tunities come to light through frank discussion of the
needs of the highway and their relation to adjacent
projects with a willingness to cooperate when a com-
mon benefit can be obtained.

An example may be cited in the recent agreement
with the Fontana Farms Compan.v who are among
our neighbors along the Foothill boulevard west of San
Bernardino. As a part of the Foothill boulevard
improvement program, we are cooperating with them
in constructing a storm water crossing and street con-
nection at Banana avenue. This company is confin-
ing the storm waters to a single channel above and
below the highway in a combination storm channel
and street pavement. This work is beneficial to them
in protecting their lands from storm water damage.
Heretofore these storm waters have crossed the state
highway pavement over a considerable width and the
approaching channel was neither well defined nor per-
manent. The construction of culverts was therefore

impi-aitical and traliic was subject to interruption
during storms. Our cooperation consists in construct-
ing the necessary culverts to meet the Fontana Farms
Company storm drain and highwiiy travel will no
longer be interrupted during .storms.

TFLARP: COUNTY— Dangerous curves on the
Sierra-to-the-Sea Highway have been wid<'ned and
surfaced with oil nuicadam and this road, which con-
nects with the (Jeneral's Highway in Seipioiii National
Park, is in good shape.

Dccemher Proceedings

of Higliwaij Commission

The California Highway Commission held its regu-
lar session for December on December 7 and S, 1927,
in San Francisco. The following business was trans-
acted :

SMITH KIVER BRIDGE

The Director of Public Works was authorized to
prepare plans and specifications, and, subject to the
approval of the Department of Finance, proceed with
a contract for construction of a bridge over the Smith
River on Route 1, Del Norte County, east of Crescent
City, at an estimated total cost of .$150,000, the state
to be reimbursed by Del Norte County for a portion of
the cost to the extent of $60,000.

GRADE SEPARATION SOUTH OF SALINAS

Sub."ect to the Department of Finance, the sum of
$50,0(R> was voted as the state's share of a grade
separation on Route 2, located 5 miles south of Salinas
in Monterey County.

COMPROMISE OF FORFEIT^^RE

It appeai-ing that J. F. Knapp on Contract iM-151,
Rincon highway, between Ventura and Santa Barbara,
had permitted certain workmen employed by Mr.
Knapp in construction of this highway, to labor more
than eight hours for one calendar day, and it further
appearing that such violation was in part due to
extraordinary emergencies to prevent injury to life
and property, and it being impossible to determine the
exact amount of work performed, in violation of the
law as distinguished from that performed under
extraordinary emergencies, a compromise of .$1,000
was made as full settlement of all violations upon this
job prior to the date of settlement. This compromise
was suggested by the Chief of the Division of Labor
Statistics and Law Enforcement of the Department of
Industrial Relations and was acceptable to the con-
tractor, .J. F. Knapp.

IMPROVEMENT WORK SAN MATEO COUNTY

The board of supervisors of San Mateo County were
granted permission to do certain work adjacent to and
along a portion of the El Camino Real in San Mateo
County, commonly known as the State highway. The
plans and specifications for the proposed improvement
were approved by the California Highway Commission.

RIGHTS OF WAT

The Director of Public Works was authorized to
obtain the right of way on the Bay Shore highway
from Burlingame to San Mateo.

The sum of $12,000 was voted toward the expense
of securing additional right of way for the widening
of the state highway along Price street in the unin-
corporated town of Pismo Beach, San Luis Obispo
County, from the end of the Knapp reconstruction

38

CMJFOJi'MA ffKlflWAYS AXD ITHLIC W(/J>'KS.

lirojcct, southerly. ;iiH)r<>.\imately 2500 feet. S.-iid con-
tribution is to cover in full the state's contribution for
moving back buildings to the new right of way line so as
to provide a width of Si feet between property lines ; the
reconstruction of the sidewalks and curbs to provide a
roadway width of 05 feet between curbs. It was also
voted to widen the present pavement between the
above limits to a width of ;>0 feet, pi'oviding an im-
provement district was formed to include the widening
of the right of way. reconstruction of sidewalks and
curbs, and the paving of the i}5-foot balance of the
width between curbs, the state to extend all drainage
structures to full length between curbs at its own
expense.

Kesc)lutions authorizing condemnation of lands for
right of way were adopted as follows :

Iload 7, Ventura 2-F at south end of Long seawall
containing about 1/100 of an acre ; District 8, Imperial
County, Rt. 26, fifty-nine parcels of land between
Trifoleum canal and Salada wash.

CONFERENCES

A delegation representing the board of supervisors
and civic organizations of INIarin County appeared
before the Commission urging the Commission's imme-
diate attention to the improvement of both termini of
the Redwood highway. The delegation was headed by
C. J. (iardener, chairman of the board of supervisors,
Thomas Boyd, Assemblyman Charles Reindollar, and
A. O. Stewai't, president of the r4olden Gate Ferry
Company, all of whom were principal speakers. They
urged immediate realignment and reconstruction of
the highway leading out of .Sausalito so as to eliminate
Corte Madera grade and reroute the present San
Clemente grade. They also discussed the necessity of
a highway wider than 15 feet, the present width. Mr.
Boyd stated that the average daily traffic was over
SOOO cars, and holidays and Sundays averaged from
15,000 to 20,000 machines. The matter of a toll cause-
way across Richardson Bay to be built by the Golden
(Jate Ferry Company came into the discussion when
;\Ir. ]\Ieek, Director of the State Department of Public
Works, asked if the people of Marin County would
have any objection to a toll road with a proposed
charge of 10 cents. Answering this. Assemblyman
Reindollar stated that the people of Marin Count.v
would welcome a shortening of the distance by a toll
road and would not object to the 10-cent charge.
Widening of the Redwood highway to a greater width
than 15 feet from San Rafael to the northern Marin
County line was also urged.

JOINT HIGHWAY DISTRICT NO. 8

A delegation representing Joint Highway District
No. 8, which plans the building of about 2 miles of
highway to complete the Sears Point toll road con-
necting Ignacio, Marin County, with Vallejo, Solano
County, appeared before the Commission. The district
was i-epresented by its engineer. Assemblyman Robt.
E. McPherson ; its attorney, Joseph M. Raines, and its
secretary, C. B. Butler. Attorney Frank R. Devlin
represented the city of Vallejo. Mr. Butler urged that
the proposed road woidd reduce distances, esi)ecially
from INIarin County to Canjviiuez bridge. He stated
that it would also lessen the distance from Marin
County points to Sacramento and would give an ulti-
mate route from Sacramento to San Francisco. The
cost of the i)roject he estimated under $00,000, of
which $22,000 would be paid by Solano County and
$8,000 by Marin County. The district is pressing the
state for the b:ilance of $.'50,000. In answering, the
commissioners and director voiced objection to the
state contributing to a privately owned highway. No
form of action was taken.

JOINT IlKJHWAY DISTRICT NO. 1

Representatives of Joint Highway District No. 1
appeared before the Commission relative to future
work on the Skyline boulevard. In the delegation
were Supervisor Charles P. Cooley, Santa Clara
County ; Supervisor J. W. Poole and Thomas L.
Hickey, San Mateo County ; Supei-visor J. D. Rostorn,
Santa Cruz County; A. J. Mason, Burlingame;
Charles I. Anderson, San Francisco ; Fred Cairns,
Santa Cruz. The Skyline boulevard is completed from
the Fleishhacker pool, San Francisco, to La Honda, a
distance of 33 miles. The committee urged that the
unit for construction should be that portion from La
Honda to Saratogra Gap, a distance of 13.9 miles.

CLOVERDALE TO IIOPLAND REROUTING

A committee representing the Redwood Empire
Association requested a statement of the Commission's
attitude on the rerouting on Redwood highway from
Cloverdale to Hopland by way of the east side of the
Russian River. Chairman Bull informed the com-
mittee that instructions had already been given for a
survey of the proposed new routing.

BAY SHORE HIGHWAY MATTERS

A delegation representing the Bay Shore Highway
Association appeared before the Commission to dis-
cuss matters relative to rights of way which are now
being obtained in or near Burlingame. The committee
was composed of J. E. McCurdy, city attorney, and
Oscar Wisegerber, city manager of San Mateo ; Miss
Elizabeth Hole, secretai-y of the San Mateo Chamber
of Commerce and J. S. James, city manager of Bur-
lingame. They offered the cooperation of Burlingame
in securing the right of way. Commissioner Fred S.
Moody reported that he had a closed negotiation for
the right of way through the Cardan Estate.

CALIFORNIA'S FIRST

COMPLETE HIGHWAY

BUDGET AND PROGRAM

(Continued from page 8.)

The construction program as formally
adopted follows :

Santa Maria to Freeman via Bakersfield and
Walker Pass.

KERN COUNTY— Maricopa to Valley route, grad-
ing, surfacing, oiling (portions), 12.5 miles, $100,000.
Bakersfield to Freeman, grading, surfacing and oiling
(portions), 12.5 miles. ,$100,000. Freeman to Walker
Pass, grading, $15,000.

Mojave to Arizona line near Topock via
Barstow.

SAN BERNARDINO COUNTY— Daggett to To-
pock, grading, surfacing and oiling (portions), 45
miles, $425,000. Daggett to Topock (Needles road),
realignment, grading and surfacing, $50,000.

El Rio to San Juan Capistrano.

LOS ANGELES and VENTURA COUNTIES—

Santa Monica to Oxnard, surfacing and oiling, paving
(portions), 25 miles, $900,000.

LOS ANGELES COUNTY— Riprap protection
along ocean shore, $40,000.

VENTURA COUNTY— Riprap protections along
ocean shore, $40,000.

CALIFORNIA III0HWAY8 AND PUBLIC WORKS.

La Canada to Mount Wilson road via Arroyo
Seco.

LOS ANGELES COUNTY— Flood protection walls,
Arroyo Seco, $25,000. La Canada via Arroyo Seoo to
Mt. Wilson road, grade and siirfaring portions,
$200,000.

Mecca to Blythe.

RIVERSIDE COUNTY— Grading, snrfacing and
oiling (portions), 22.5 miles, $225,000. Mecca to
Blythe, realignment, grading and surfacing, $50,000.

Auburn to Sonora (Mother Lode Highway).

CALA\ERAS COUNTY— Mokolumue Hill to
AngeLs. grading, surfacing, oiling (portions). 5 miles.
$100,000.

AMADOR COUNTY— Drytown to Martoll. grading,
surfacing and oiling (portions), 4 miles, $75,000.

TT'OLUMNE COUNTY— Shaws Flat to Sonora,
grading, surfacing and oiling (portions), 1.5 miles,
$20,000.

Manteca to point near Mossdale store.

SAN JOAQUIN COUNTY— Mossdale to Manteca,
grading, surfacing and oiling. 2 miles, $50,000.

San Francisco to San Jose (Bay Shore
Highway).

SAN MATEO COUNTY— Grading, surfacing and
oiling. San Francisco to South San Francisco, 4.8
mile.s. $625,500. Surfacing and oiling. South San
Francisco to Broadway Station, 5.2 miles, $150,000.
Grading and surfacing, Broadway Station to San
Mateo. 3 miles, $180,000. Visitacion Valley to South
Francisco, crushed rock shoulders, $15,000.

San Rafael to San Quentin.

MARIN COUNTY— Grading, surfacing and oiling,
3.1 miles. .'?120.000.

Sierra-to-the-Sea.

FRESNO AND MONTEREY
Work on Mustang Grade, $51,000.

COUNTIES-

San Francisco to Oregon line at Monumental.

DEL NORTE COUNTY— Hunter and Minot Creek
bridges and approaches $50,000. Grading and sur-
facing from south line of county to Richardson Creek.
$200,000. Grading for 0.83 miles and surfacing 7.23
miles. Klamath River to Wilson Creek. $250,000.
Completing grading and surfacing Elk Valley road to
Smith River, $40,000. Protection work, Adams
Station to Oregon line (cooperative project) $100,000.
Surfacing, Patrick Creek to Oregon line, 17.6 miles.
$85,000. Oiling. Elk Valley to Oregon line, 39.6
miles. $85,000. Oiling, Orick to Richardson Creek,
20.5 miles, $35,000. Oiling and rocking, Wilson
Creek to Crescent City, 15 miles. $60,000. Southerly
boundary to Wilson Creek, realignment, widening and
surfacing, 10.6 miles, $10,000.

HUMBOLDT COUNTY— Bridges over Lost Man
and I'rairie creeks. $35,000. Grading and surfacing,
Fortuna to Fernbridge. $46,000. Eureka to Beatrice,
widening and second story, 8.3 miles, $125,000.
Beatrice to Loleta. realignment, grading and surfac-
ing. 4.3 miles, $125,000. Robinson Ferry bridge,
$20,000. Orick to northerly boundary, realignment,
widening and surfacing, 15.8 miles, $20,000.

SONOMA COUNTY— Santa Rosa to Willowbrook.
realignment, grading, widening, and second story, 11.4
miles. $300,000.

MAIilN AND SONOMA COUNTIES— San Rafael

to Ignacio, grading, widening, surfacing, 10 miles,
$300,000.

MARIN COUNTY— Miller Creek bridge, $21,000.
Coyote bridge repair, $10,000. Novato Creek bridge,
$20,000; from Alto to San Rafael, $300,000; balance
needed to complete work on this section to be
allotted out of first money available.

San Francisco to San Diego

SANTA CLARA COUNTY— Sargent grade sepa-
ration and approaches (state's share). $70,000. Santa
Clara, northerly, crushed rock shoulders and second
story. 4.7 miles", $200,000.

MONTEREY COUNTY— Spence grade separation
and approaches (state's .share), $75,000. Salinas,
northerly, widening and resurfacing, 1.9 miles, $55,000.
South of San Ardo. realignment, grading and sur-
facing, 0.6 mile, $40,000. Bituminous top on pave-
ment at intervals totaling 5 miles, .$30,000. Minor
line change, $35,000.

SAN LUIS OBISPO COUNTY— Pismo to San
Luis Obispo, realignment, grading, second story, and
resurfacing, 10.4 miles, $450,000. Arroyo Grande to
Pismo. realignment, grading, resurfacing 3 miles,
$106,000. Line changes north of San Luis Obispo,
grading and surfacing 1.4 miles, $50,000. Trestle over
Santa Fe Creek, $60,000.

SAN LUIS OBISPO AND SANTA BARBARA
COUNTIES — Arroyo Grande to Zaca, macadam
shoulders, 4.5 miles, $135,000. Line changes, grad-
ing and surfacing, $30,000.

VENTURA COUNTY— Rincon Creek bridge,
$40,000. Paving on Conejo grade, $10,000.

VENTURA COUNTY— Paving on Conejo grade,
$10,000. Benham subway (state's share), $40,000.

SANTA BARBARA COUNTY— Rincon Hill,
realignment, grading and resurfacing 1 mile, $110,000.
Between Ell wood and Goleta, widening and resur-
facing 3.44 miles, $110,000. Montecito to Summerland,
realignment, grading and paving 1.8 miles, $100,000.
Superelevating 33 curves, $45,000.

ORANGE COUNTY— Fullerton to Anaheim, (co-
operative paving) 0.8 mile (state's share), $55,000.
Galivan line change, grading and paving, 0.3 mile,
.$30,000. Galivan. northerly, widening and second
story. 5 miles. $175,000. Santa Ana to Garden Grove
avenue, widening and second story. 2.2 miles, $100,000.
Garden Grove avenue, to Anaheim, widening and
second story, 2.8 miles, $120,000. Galivan overhead,
Santa Fe R. R., $45,000. Irvine subway (state's
share), $75,000. Widening Aliso Creek bridge,
$25,000. Widening two bridges on Irvine ranch,
$15,000. Line change north of Serra, grading and
paving. $.30,000.

Sacramento to Oregon line via Marysville.

TEHAMA AND SHASTA COUNTIES— Stockton
and Cottonwood bridges and approaches, $140,000.

SHASTA COUNTY — LaMoine northerly, grading
and standard surfacing, 10 miles. $650,000. Pol-
lards Gulch bridge. $110,000. Boulder Creek bridge,
$10,000. Shotgun Creek bridge, $14,000.

SISKIYOU COUNTY— End of present pavement
to Gazelle, widening 7.7 miles, $100,000. Four .short
line improvements. $25,000. Baily HiU subway
under S. P. (state's share), $50,000.

SACRAMENTO COUNTY— North Sacramento to
Ben Ali station, second story pavement, 1.8 miles,
$75,000. Small bridges and line changes between Ben
Ali and Sylvan school, $35,000. Paving curve at
Svlvan school. 0.3 mile. $10,000.

40

CAfJFONMA HIGHWAYS AND PUBLIC WORKS.

SACUAMEXTO AND I'LACER COUNTIES—

Svlviiu sc'liool to Rosevillc. second story pavciiioiit, 2.9
iiiilos. $!»r..ooo.

I'LACER COUNTY — Botwoen Kosevillo and Lin-
coln, second story or resnrfaciug. 2.9 miles, .$95,000.

Improving reverse curves at railroad stations, (this
also includes like work on Tehama to B(>nicia high-
way), .$:J5.000.

Sacramento to Los Angeles.

FRESNO AND MADERA COUNTIES— Ilerndon
bridge. .$220,000.

LOS ANGELES COUNTY — San Fernando to Cas-
taic. gniding and paving, .$350,000. Through Newhall
(cooperative paving) 0.0 miles (state's share),
.$20..">00. Ridge Route realignment, grading, $150,000.
Itidge Route paving. .$10.5,000. I')ituminous resurfac-
ing .'5.5 miles. $37,000. Realignment near Newhall
tunn.'l. .$30,000.

MADERA COUNTY— Tharsa to Borden, widening
and resurfacing, 6.9 miles, $145,000. Madera to Fair-
mead, widening and resurfacing. 10 miles, $240,000.
Berenda grade separation (state's share), $40,000.

MERCED COUNTY— Widening culverts, $30,000.

TULARE COUNTY— Southerly boundary to Earli-
mart. widening and resurfacing, S.5 miles, $190,000.
Two 20-foot bridges, $20,000.

SAN .JOAQUIN COUNTY— Cherokee crossing to
Stockton, grading and surfacing, 2.4 miles, $45,000.
Cherokee crossing to Live Oak. widening and crushed
rock shoulders, 7.0 miles, $50,000. Bridge across
the diverting canal, .$4.5,000. Cherokee crossing to
Stockton, grading and surfacing, 2.4 miles, $45,(X)0.

SACRAMENTO COUNTY— Arno line change,
grading and surfacing, 1.8 miles, $32,500. McConnelly
Station to Sacramento, crushed rock shoulder, 13.2
miles. $30,000. Bridges between Gait and Arno,
$70,000. Bridge near Arno, $20,000. Gait to McCon-
nell. grading and second story, 5.5 miles, $190,000.

STANISLAUS COUNTY— Approaches to Tur-
lock, grading and paving, 1.2 miles, $35,000. Realign-
ment north of Ceres, grading and paving 0.2 mile,
.$9,000. Stanislaus River bridge, south approach,
.$20,000. Hatch subway, near Modesto, Southern
I'acific Railroad (state's share), $.50,000. Widening
two irrigation canal bridges, $10,000. Widening four
irrigation canal bridges. .$15,000. Turlock overhead
crossing. Southern Pacific Railroad (state's share),
$75,000.

KERN COUNTY — Between I'.akersfield and
Delano, widening, surfacing with asphaltie concrete,
$4.50,000 (contracts already let and work in progress).

Stockton to Santa Cruz via Oakland.

SAN .JOAQUIN COUNTY— French Camp to Moss-
dale, grading and second story, 7 miles. $195,000.

ALAMEDA COUNTY— Dublin to Hayward, re-
alignnu'ut. grading, and asphaltie macadam. 7.8 miles,
,$.390,000. Palomares Creek bridge. .$30,0(K). Alamo
Creek bridg.-, $12,500. Ilollis Creek bridge, .$21,000.
Cull Creek bridge, $40.(K)0.

ALAMEDA AND SANTA CLARA COUNTIES—
Warm Springs to Milpit;is. widening, resurfacing and
paving, 3.7 miles. .$100,000.

Sacramento to Woodland Junction.

YOLO COUNTY— East and w^est of causeway,
rock shoulders, second story. 3 miles. $50,000. M
street bridge, widening roadway, $30,000.

Tehama Junction to Benicia.

SOLANO COUNTY— Southwest to Yacaville, re-
alignment, grading, paving, 1.5 miles, $45,000.

COLUSA COUNTY— Arbuckle to northerly bound-
ary, rock shoulders, 20.8 miles, $80,000. Stone Corral
bridge, $10.0(X). Funk Slough bridge, $8,000.

GLENN COUNTY— Willows southerly, widening
and resurfacing 3.05 miles, $00,000. Wilson Creek
bridge, $8,000.

Ignacio to Cordelia via Napa.

SONOMA COUNTY— Black Point cut-off, surfac-
ing and oiling, 8.5 miles. .$75,000. Line changes, grad-
ing and surfacing, $50,000.

SOLANO COUNTY— North of Cordelia to Napa
County line, grading and surfacing, 3.5 miles, $110,-
000.

San Fernando to San Bernardino.

LOS ANGELES COUNTY— La Canada to Pasa-
dena, bridges, grading and surfacing (portions), 8.5
miles, $157,500. Pasadena to ^Monrovia, grading and
paving (portions), 3.6 miles. .$200,000. San Dimas
line change, grading and surfacing, 1 mile, $55,000.
Monrovia to Azusa. realignment, widening and pav-
ing. 2.5 miles, $150,000. San Dimas to Claremont,
widening and resurfacing, 3 miles, $150,000. Glen-
dora to San Dimas avenue, realignment, grading and
paving, $150,000.

SAN BERNARDINO COUNTY— San Bernardino
to westerly boundary, widening and resurfacing, 20
miles, $425,000. Pacific Electric subway near I'pland
(state's share), .$.50,000.

San Diego to El Centro.

SAN DIEGO C(JUNTY— Viejas Valley, easterly,
realignment, grading, paving, .$425,000. Euclid ave-
nue to east city limits of San Diego, cooperative pav-
ing, 1.5 miles (state's share), .$45.(X)0. Disintegrated
granite surfacing, .$25.(X)0. Between Buckman's
Springs and Tecate Summit, realignment, grading and
surfacing, .$55,000. San Diego to La Mesa, realign-
ment, widening and resurfacing. 2.5 miles. $80, (XM).

IMPERIAL COUNTY — Grade separation and ap-
proaches (San Diego and Arizona Railroad). .$40,(X)0.
El Centro to Dixie Land, widening and resurfacing,
12.2 miles. .$225,000. New River bridge, Bullhead
Slough bridge, West Main Canal bridge, .$55,000.

Sacramento to Nevada line via Placerville.

EL DORADO COUNTY— Slippery Ford, grading
and surfacing (cooperative), 4.2 miles. .$7.5.000.
Sportsman's Hall to Riverton. realignment, grading
and resurfacing (portions), .$60,000.

SACRAMENTO COUNTY— Brighton subway un-
der Southern Pacific railroad, $45.0(M).

Salida to Alpine Highway at Junction.

TUOLU.MNE COUNTY— Keystone to Jamestown,
surfacing and oiling. 9 miles, .$60,000. Sonora, east-
erly, grading, surfacing and oiling (portions) (Big
Oak Flat road), $75,000.

Albany to Martinez.

CONTRA COSTA COUNTY— Rodeo to Albany,
grading, surfacing and structures (portions), 3.4
miles, .$280,000. El Cerrito to Albany, widening and
resurfacing (cooperative with El Cerrito and Albany),
0.8 mile, .$35,000. Wild Cat Creek bridge. api)roaches,
realignment, gr.-iding and surfacing. 0.3 mile, $25,(X)0.

(Wt./F'Jh'MA ///(;// 111 V,S' AM) J'lJiLIV WOh'KS.

41

Wild Cat bridso, ."f^W.fMM). liichnioiul to San Piiblo,
widciiiii,^- and rcsurfacinK', 1.4 miles, .$7r).()(X).

Tahoe-Ukiah Highway.

COLUSA AND LAKE COITNTIES— (Jradinj; ami

sui-racin.n- (i)()i1ions), .i;2(!(>,00().

Roseville to Nevada City.

PLACER COUNTY— Between lioseviUc and Rock-
lin. second story or resiirfacins, realignment, 1.5 miles,
.'fJOO.WO. Antelope Creek bridge, $7,500.

Merced to point near Sequoia.

ZilARIl'OSA COUNTY — Westerly boundary to
Catliay, realignment, grading and surfacing 9.6 miles,
$275,000. Catbay to Mariposa, realignment and grad-
ing 14.3 miles, $50.0(X>. Mormon Bar to Briceburg,
rock surfacing 15 miles, $65,000 : widening culverts,
$40,000.

IMERCED COUNTY— Santa Fe grade separation
(state's sbare), $60,000.

West of Claremont to Riverside.

SAN BERNARDINO C O U N T Y— Ontario to
Pomona, realignment, grading and paving, 2.6 miles,
$100,000.

Redding- to Redwood Highway, near Areata
via Weaverville.

TRINITY COUNTY— Indian Creek and Grass
A^illey Creek bridges, $.35,000.

Saugus to Alpine Junction.

KERN and INYO COUNTIES— Mojave to Bisbop,
grading, surfacing and oiling (portions) 30 miles,
$300,000.

KERN COUNTY— Between Mojave and Ricardo,
pavement of dips, $15,000.

INYO COUNTY— Cowan's Station to Olancha,
grading 17 miles, $50,000. End of present concrete
pavement to Fisb Springs, grading 2.4 miles, $7,000.
Realignment, grading and surfacing i mile, $1,0(X).
Between Lone Pine and Manzanar. grading and .sur-
facing 8 miles, $60,000. Olancba to Cottonwood
Creek, grading and surfacing 9.4 miles. $30,000. Cot-
tonwood Creek to Diaz, grading and surfacing 10
miles. $40,000. Diaz to Lone Pine, grading and sur-
facing 0 miles, $36,000.

MONO COUNTY— Between Sonora Junction and
Coleville. widening and realignment, $50,(X)0. Guard
rail. 2000 feet, $2,000. Dogtown to Point Ranch,
realignment, grading and surfacing. 3.65 miles,
.$20,000. Realignment at Hilton Creek 1.6 miles,
$10,000. North and south of Tioga .Junction widen-
ing and surfacing 6 miles, $40,000. McGee Creek to
Convict Creek, surfacing 3 miles. $12,000. Small
bridges, $10,000.

Valley route to point near Silver Creek.

CALAVERAS COUNTY— Widening existing under-
pass near Valley Springs, $10,000.

San Bernardino to El Centro.

IMPERIAL COUNTY— Brawley to El Centro,
surfacing and oiling (portions, including town of
Imperial ) . .$50,000. Trifolium Canal to Salada Wash,
widening and resurfacing 21 miles. $3.53,000.

SAN BERNARDINO COUNTY— Redlands to
southerly boundary, realignment, widening and resur-
facing 7.2 miles. ' .$200.0(X). Mission Drain bridge,
Santa Ana River bridge, San Timoto bridge. Warm
Creek bridge, $85,000.

El Centro to Yuma.

IMI>ERIAL COUNTY— Araz underpass, San Diego
and Arizona Railroad (state's share), .$25,000.

Redding to Nevada line via Alturas.

SHASTA and IMODOC COUNTIES— Redding to
Alturas. grading, surfacing and oiling (portions),
$250,000.

Red Bluff to Nevada line near Purdy.

TEHAMA, PLUMAS and LASSEN COUNTIES—
Red Bluff to Susanville, grading, surfacing and oiling
(portions, cooperative project), $250,000.

PLUMAS COUNTY— Bailev and Rock Creek
bridges, $25,000.

LASSEN COUNTY — Grade separation between
Susanville and Purdy (state's share), .$25,000.

San Bernardino to Nevada line near Jean.

SAN BERNARDINO COUNTY— Daggett to Jean,
grading, surfacing and oiling (portions) 30 miles,
$300,000. Daggett to state line near .lean (Nevada),
realignment, grading and surfacing, $50,000.

Calif a to Gilroy (Pacheco Pass).

MERCED COUNTY— Ten miles east of Los Banos
to easterly boundary, crushed rock shoulders, 9.8
miles, $30,000.

Valley route near Bakersfield to Paso Robles
(Cholame Pass).

KERN COUNTY— Wasco to Route 4 (Valley
route), grading, surfacing, oiling and structures, 9
miles. $1.50,000.

CHOLAME PASS— Realignment, surfacing, oiling
(portions), .$200,000.

Valley route near Arno to Pickett's
Junction.

AMADOR COUNTY— Jackson to Pine Grove,,
realignment, grading and surfacing 3 miles, $9,500.
W'^idening underpass east of lone. $5,000.

Auburn to Nevada line near Verdi.

PLACER AND NEVADA COUNTIES— Cisco ta

Soda Springs, grading, surfacing, oiling, structures
(portions), 10.65 miles, $350,000.

PLACER COUNTY — Six railroad separations and
approaches (state's share), $2.50,000.

NEVADA COUNTY— Donuer Monument to Tahoe-
Junction, grading, surfacing, oiling, $25,000.

Meyers to Nevada line via Truckee River.

PLACER COUNTY— Truckee River bridge and
approaches, $20,000.

EL DORADO and PLACER COUNTIES —
Emerald Bay to Tahoe City, realignment, grading,
surfacing, $175,000.

San Bernardino, end of county pavement,
to Bear Lake.

SAN BERNARDINO COUNTY— Crest Route,
grading and surfacing (cooperative project), $.500,000.
Crest Drive, grading, $150,000.

Willows to highway near Biggs (Oroville-
Willows lateral).

BUTTE and GLENN COUNTIES— Butte City to
Biggs, grading and surfacing 7 miles. $70,000.

42

CALIFORNIA HIGHWAYS AND PUBLIC WORKS.

Orland to Chico.

GLEXN COUNTY— Hamilton City bridge ap-
proaches, .surfacing and oiling (portions), $r)0,0(X).

McDonald to Navarro.

MENDOCINO COUNTY— Bridges and approaches,
?60.000.

San Francisco to point near Glennwood
(Skyline Boulevard).

SAN MATEO COUNTY— La Honda road to Sara-
toga Gap. grading, surfacing and oiling (portions),
7.5 miles. .$300,O()0.

December Record of
Bids and A wards

DIVISION
OF ARCHITECTURE

MENDOCINO STATE HOSPITAL— Plumbing
and electrical work on attendants' building and
garages. Bids opened Dec. 13th as follows: E. H.
(irogan Co., Stockton, .1^12,582; Latourrette-Fical Co.,
Sacramento. $13,037 ; Luppen & Ilawley. Sacramento,
$14,352 : E. L. Gnekow, Stockton, $14,-599. Contract
awarded to E. H. Grogan Co., Stockton, $12,582.

General Avork on attendants' building and garages.
Bids opened Dec. 13th as follows : Carl N. Swenson,
San Jose, $51,740; William Martin, San Francisco,
$53.248 : J. A. Bryant. San Francisco, $54,217 ; Lamb
& Bobick. Sacramento. $54,270; Mon.son Bros.. San
Francisco, .$54,740; J. F. Shepherd, Stockton, $55,337;
.T. S. Hannah, San Francisco, $55,772; A. M. Hilde-
brandt. Santa Rosa. $50,050; Peter Sorensen, San
Francisco, $50,983 ; Fred J. Maurer & Sons, Eureka,
$57,787 ; Mahony Bros.. San Francisco, $58,044 ; J. P.
Brennan, Redding. $58,250; Mathews Construction
Co., Sacramento, $59,573; Fredrickson & Watson,
Oakland, .$00,427; Campbell Construction Co., Sacra-
mento. $01,5.30; R. S. K. MacMillen, San Francisco,
$01,911; Joe Piasecki, San Francisco, $02,403; M. B.
McGowan, San Francisco, .$08,840; Leibert & Tro-
bock. San Francisco, $09,443. Contract awarded to
Carl N. Swenson, San Jose, $51,740.

MAIN STATE BUILDING (San Jose)— Repairs
to roof on main building. Bids opened Dec. IGth as
follows: W. J. Porter, San Jose. $1,.387 ; Garden City
Roofing Co., San Jose. $1,917.-50. Contract awarded
to W. J. Porter.

PATTON STATE HOSPITAI^White tile and
marble work in wards "C" and "D." Bids opened
Dec. 10th as follows : II. P. Fischer Tile and Marble
Co., Sacramento, $1.1-30 ; Charles E. Clifford Co., Los
Angeles. $1,2-30; Averville Tile & Mantle Co., San
Bernardino, $1,410; Ben K. Rose, Los Angeles, .$1,437.
Contract awarded to II. P. Fischer Tile and
Marble Co.

PACIFIC COLONY (Spadra)— Refrigeration plant
and e(inipinent. Bids opened Dec. 20th as follows:

Creamery Package Mfg. Co.. -$4,170; Refrigeration &
Mech. Equipment Corporation. $5,128 ; York Ice
IMachinery Corp., $5,195 ; Western Refrigeration Co.,
$-5,285; Vulcan Iron Works. $5,4-54; Cyclops Iron
Works. $5,550 ; Baker Ice Machine Co., -$0,1-50 : Jen-
sen Creamery ^lachinery Co.. Los Angeles. $0,-504.
Contract awarded to Creamery Package Mfg. Co.,
$4,170.

STATE LIBRARY AND COURTS BUILDING—

Furnishings and technical eciuipment. Bids opened
Oct. 7, 1927. Recommendati(m and award of con-
tract follows: Furni.shing and installing 27 of the
total of 199 items required, be awarded to the Purnell
Stationery Company at this company's figures totaling
$11,53.5.7-5, the corresponding figures of McKee and
AVentworth totaling $14,105 ; and for furnishing and
installing the remaining 172 items required be awarded
to McKee and Wentworth at figures totaling $-50,-
577.-50, the corresponding figures of the Purnell
Stationery Company totaling $58,381.38. Of the
original 214 items called for 15 are omitted entirely.

DIVISIOX OF HIGHWAYS

AMADOR COUNTY— Grading, beginning at a
point 3 miles east of -Jackson and extending for 0.9
mile easterly. Dist. X, Rt. 34, Sec. C. Engineer's
estimate $11,053.93. Bids opened Dec. 29th as fol-
lows: Young Bros., Berkeley, $15,438.10; Geo. E.
Finnell. Sacramento, -$12,939.00; C. T. Malcom. Wal-
nut Creek, $13,5-31.18 ; J. R. Reeves, Sacramento,
$10,2-59.50; G. D. Contoules, San Francisco. $11,-
857.70; Mankel & Storing. Sacramento, $10,4.38.18;
P. Montague. San Francisco, $12,.321.98 ; M. J. Ber-
anda. Stockton. $17,325.08; Guerin & Ritter, San
Francisco, $14,100.95 ; A. J. & J. L. Fairbanks, Inc.,
South San Francisco, $12,048.44 ; Nate Lovelace. Oak-
land, $13,072.73; A. A. & H. A. Tieslau, Berkeley,
$18,720.00; J. F. Collins, Stockton, $15,781; C. E.
Murray, Modesto, $14.4-55.83; C. W. Wood, Manteca,
$10,004.04. Award of contract pending.

CONTRA COSTA COUNTY— Between Richmond
and San Pablo, grading and standard road surfacing
approaches to Wildcat Creek bridge (0.25 mi.). Dist.
IV, Rt. 14, Sec. A. Engineer's estimate $7,431.80.
Bids opened Dec. 0th as follows : John A. Casson, Hay-
ward, $7,825; C. W. Wood, Manteca. $7,193; Lee J.
Immel. Berkeley, $0,923 ; Tieslau Bros., Berkeley,
$0,398. Contract awarded to Tieslau Bros.

LOS ANGELES COUNTY— Installation of pipe
line, 21.4 miles long. betAveen Nicholas Creek and
Los Angeles, Dist. VII, Rt. 00, Sec. A-B. Engineer's
estimate $27,008. Bids open Dec. -5th as follows:
P. L. Burr Co.. San Francisco, $42,529.15; Sidney
Smith, Los Angeles, $47,075 ; Kelley Pipe and
Machinery Co., Los Angeles, $34,-523.25; Santa Fe
Pipe and Supply Co., Los Angeles, $31,5-37.25. Con-
tract awarded to Santa Fe Pipe and Supply Co., Los
Angeles, .$31,537.25.

MARIN COUNTY— Between Ross and Larkspur,
asphaltic concrete base and surface and rock borders.
0.7 miles. Dist. IV, Rt. 1, Sec. B. Engineer's esti-
mate $12,872. Bids opened Dec. Gth as follows:
Pacific States Construction Co., San Francisco.
$14,179; Albert G. Raisch, San Franci.sco, $14,302.
Contract awarded to Pacific States Construction Co.,
San Francisco, $14,179.

MERCED COUNTY— Widening eight bridges
south of Merced, to 30-foot roadway. Dist. VI, Rt.

CALIFORNIA UK! II WAYS AND PUBLIC WORKS.

43

4, S.'f. A. EuRineer's estim.irc $LM). 149.2;"). Bids
opened Dec. 12tli as follows: Iloldeiiei- Construction
Co.. Saciiunento, $121)..'>74 ; Lee J. Innnel, Berkeley.
$24.C><iO.:!U : Otto Parlier. Tulare. $2:3.102.50; John
P. Williams. Fresno. $:5(),4:;4.'.ir. ; \oble Bros., San
Jose. .$2S.4S0 ; Geo. J. Ulrich Construction Co.,
Modesto. .$2;t.2<'.(;.r)0: II. C. Whltty. Sanger. .$22,171.
Contract awarded to H. C. Whitty.

PLACER COUNTY — Two undergrade crossings
under S. P. R. R. near Applegate. Dist. Ill, Rt.
37. Sec. A-B. Engineer's estimate. $55.9:52.28.
Bids opened Dec. 5th as follows: AY. A. Bechtel Co..
San Francisco. $4:5.209.15 ; Frederickson & Watson
Construction Co.. Oakland, $47,975.95 : H. C. Whitty.
Sanger. $59,052.15; Otto Parlier. Tulare. $40,984.10;
Sacramento Contract Co., Sacramento. $40.011.25 ;
Mathews Coustructiou Co.. Sacnunento. $53.414.50 ;
C. W. Wood, INlanteca, $49.19(!.90: City Improve-
ment Co.. Los Angeles. $50,180.40: Holdener Con-
struction Co., Sacramento. $40.528.05 ; Tieslau Bros..
Berkeley, $47,053.95; E. B. Skeels. Roseville,
$59,899.00; Noble Bros., San .Jose, $43,819.95. Con-
tract awarded to W. A. Bechtel Co.. San Francisco,
$43,209.15.

SAN .TOAQUIN COUNTY— Removal of old Moss-
dale bridge. Dist. X, Rt. 5. Sec. B. Engineer's
estimate $4,000. Bids opened Dec. 0th as follows :
Holdener Construction Co.. $5.200 : Geo. A. Renuer.
$3,300; M. B. McGowan. $4,970; Olympian Dredging
Co.. $14,850. Contract awarded to Geo. A. Renner,
$3,.300.

SONOMA COUNTY— Between Fairville and Yine-
burg Junction, grading and standard road surfacing
approaches to Sonoma Creek bridge (0.7 mi.). Dist.
lY. Rt. B. Sec. A and B. Engineer's estimate $14,-
898.50. Bids opened Dec. Gth as follows : Tieslau
Bros.. Berkeley, $10,047.30; P. Montague, San Fran-
cisco, $17.097 ; Guerin Bros.. San Francisco. $10,802 ;
Chas. N. Chittenden. Napa, $15,320.75; J. P. Hol-
land. Inc.. San Francisco. $18.403.50 ; Chas. Harlowe
Jr.. Oakland, $18,475; C. W. Wood. Manteca. $17,-
452.50. All bids rejected.

STANISLAUS COUNTY— Widening six bridges,
and extending six siphons and one culvert, at points
between Turlock and northerly boundary. Dist. X,
Rt. 4. See. A. Engineer's estimate $19,700. Bids
opened Dec. 19th as follows : Holdener Construction
Co.. $18.262.20 ; E. W. Peterson, San Francisco. $16,-
675.75; C. W. Wood, Manteca, $18,53:3.60; George
J. Ulrich Construction Co., Modesto, $17,113.75 ;
Guerin Bros.. San Francisco, $16,446 ; Noble Bros.,
San Jose. $18,302.30; Otto Parlier. Tulare. $10,269;
Lee J. Immel, Berkeley, $15,479. C<intract awarded
to Lee J. Immel.

TEHAMA COUNTY— For constructing a portion
of the state highway east of Red Bluff. Dist. II, Rt.
29, Sec. A. Engineer's estimate $10,900. Bids
opened Dec. 5th as follows : E. B. Bishop. Sacra-
mento, $10,297.50; C. W. Wood. Manteca, $14,935;
Kaiser Paving Co.. Oakland. $15.352 ; Hemstreet &
Bell, Marysville, $16,040. Contract awarded to E.
B. Bishop, Sacramento, $10,297.50.

YENTURA COUNTY— Surfacing 11.8 miles with
crushed gravel or stone (oil treated) between Little
Sycamore Creek and Latigo Creek. Dist. YII, Rt. 60.
Sec. A-B. Engineer's estimate $181,800. Bids opened
Dec. 5th as follows : Tieslau Bros., Berkeley, $192,900 ;
George Herz and Co.. San Bernardino. $149,600 ;
Southwest Paving Co., Los Angeles. $143,930; Nigh-
bert and Carnahan, Bakersfield. $148,500 ; Jahn and
Bressi. Los Angeles. $150,500 ; Ed Johnson and Sons,
Los Angeles, $171,420. Contract awarded to South-
west Paving Co., Los Angeles. $143,390.

WATEB FEBMITS

AND APPLICATIONS

Permits
Permits to ai)])ropriate water i.ssued by the
Department of Public Works, Division of
Water Riylits, dnriiio- tlie month of Decem-
ber, 1927.

MONO COUNTY— Permit 2929, Application 5514 ;
issued to The Seymour Finance Corp.. care of James H
Yan I^aw. attorney. National City Bank Bldg., Los
Angeles, December 6, 1927, for 0.1 cubic foot per
second from two springs in section 14. T. 2 S., R. 26
E., for domestic u.se on 800 lots and hotel in section

14. Estimated cost $1,500.

PLUMAS COUNTY— Permit 2930. Application
5166 ; issued to W. F. Drew. Blairsden. December
7, 1927. for 1.5 c.f.s. from Little Grey Eagle Creek
in section 7, T. 21 N., R. 12 E.. for power purposes.
12 t.h.p. to be developed. Estimated cost $500.

SUTTER COUNTY— Permit 2931. Application
5696 ; issued to Commercial Investment Co., Sacra-
mento, December 7, 1927, for 1.11 c.f.s. from Sacra-
mento River in section 22. T. 12 N.. R. 2 E., for
irrigation of 89.21 acres. Estimated cost $5,600.

SAN DIEGO COUNTY— Permit 2932. Applica-
tion 5663 ; issued to Fred Lazz, San Diego, December

15, 1927, for 0.3 c.f.s. from Tubhead Spring Creek in
section 24, T. 11 S.. R. 5 E., for domestic and irri-
gation purposes on 100 acres. Estimated cost $1,500.

SIERRA COUNTY— Permit 2933. Application
5552 ; issued to Chas. E. Herron. Los Angeles. Decem-
ber 19. 1927. for 100 c.f.s. from South Fork of North
Fork Yuba River in section 31. T. 20 N., R 11 E.,
for mining purposes. Estimated cost $70,000.

SAN JOAQUIN COUNTY— Permit 2934, Appli-
cation 5712 ; issued to Richard and Nellie C. Stevens,
Ripon. December 19, 1927. for 1.25 c.f.s. from Lone
Tree Creek in section 24. T. 1 S., R. 7 E.. for irri-
gation of 100 acres. Estimated cost $1,000.

NEYADA COUNTY— Permit 2935. Application
4309; issued to Nevada Irrigation District, Grass
Yalley. December 22. 1927. for 135 c.f.s. from South
Fork Y^uba River. Middle Fork Y'uba River and Can-
yon Creek in sections 20 and 21. T. 17 N.. R. 12 E., for
power purposes. 40.883 t.h.p. to be developed. Esti-
mated cost $8,165,000. Permit 2936. Application
4310 ; issued to Nevada Irrigation District, Grass
Yalley. December 22. 1927. for 120 c.f.s. from South
Fork Yuba River. Middle Fork Yuba River and Can-
yon Creek in sections 20 and 21, T. 17 N., R. 12 E.,
for power purposes. 10,852 t.h.p. to be developed.

SAN JOAQUIN COUNTY— Permit 2937, Appli-
cation 5316 ; issued to McMullin Reclamation District,
No. 2075, care of Harmon S. Bonte, San Francisco,
December 22, 1927, for 48.75 c.f.s. from Stanislaus
River in section 9, T. 3 S., R. 7 E.. for irrigation of
3900 acres. Permit 2938, Application 5718; issued
to Western Pacific Railroad Co.. San Francisco,
December 23. 1927. for 0.023 c.f.s. from Potato Slough
in section 13. T. 3 N., R. 4 E., for railroad purposes
in section 13.

LOS ANGELES COUNTY— Permit 2939, Appli-
cation 5178 ; issued to U. S. Forest Service, Los
Angeles, December 29, 1927. for 0.1 c.f.s. from Yas-
quez Creek in section 11, T. 2 N., R. 13 W., for
irrigation of 25 acres. Estimated cost $2,000. Per-
mit 2940, Application 5301; issued to U. S. Forest
Service, Los Angeles. December 29. 1927. for 0.25
c.f.s. from two branches of Clear Creek in section

44

CAJJ FORMA HIGHWAYS AMJ ITBLIC WORKS.

S. T. 1' N.. li. 12 W.. for ajii-iiultui:il pui'iJuscs ou
40 acres. Estimated cost ,$1,000.

INYO COIWTY— rorniit 2041. Application 5478;
issued to A. M. Johnson, care of E. S. (Jiles. (iold-
fiold, Nevada, December oO. 1027. fur 1 c.f.s. from
(irapevine Canyon Spring in section ol, T. 10 S.,
R. 4.3 E., for power and domestic purposes. 28 t.h.p.
to be developed. Estimated cost $10,000.

I'LAC'ER COUNTY— Permit 2042. Application
ri((20: issued to Black Hawk Mine, care of L. C
Anderson, attorney, Roseville. December lU, 1027, for
2.5 c.f.s. fi'om unnamed creek in section 4, T. 15 N.,
R. 11 E.. for mining; and domestic purposes. Esti-
mated cost .$2(K).

Applicafio7is

Applications for permit to appropriate
water filed Avitli the State Department of Pub-
lic Works. Division of AVater Rig'hts, during
the month of December, 1927.

8AN DIEGO COUNTY— Application 57G7 ; G. M.
Jones, trustee, care of D. M. Baker, Los Angeles,
for 10.000 acre-feet per annum from Coyote Creek
tributary to Salton Sink, to be diverted in section 4,
T. 10 S., R. (i PI. for domestic and irrigation purposes
on 51,200 acres in Borega Valley.

PLUMAS COUNTY— Application 57G8 ; Geo. P.
Holman et al.. San Jose, for 3 c.f.s. from Willow
Creek tributary to Middle Fork Feather River, to be
diverted in section 8, T. 23 N.. R. 10 E.. M. D. M.. for
mining purposes.

MADERA COUNTY— Application 5769; J. H.
Wooden and J. R. Bawler, care of Everts. Ewing,
Wild & Everts, attorneys, Fresno, for 2 c.f.s. and 200
acre-feet per annum from Jackass r>akes tributary to
San Joaquin River, to be diverted in section 2, T.
5 S., R. 24 E., M. D. M., for power purposes at
stamp mill for crushing gold ore. Estimated cost
$500.

TRINITY COUNTY— Application 5770: M. A.
Senger, Weaverville, for 3 c.f.s. from North Fork
Trinity River tribuBary to Trinity River, to be
diverted in section 24, T. 35 N., R. 12 W., M. D. M.,
for power purposes. 375 t.h.p. to be developed.
Application 5771 ; M. A. Senger, Weaverville, for 40
c.f.s. from North Fork Gulch, Baxter (iulch. Rapid
Gulch, Thurston Gulch and Brown Gulch tributary
to North Fork Trinitv River, to be diverted in sec-
tions 1 and 24, T. 34 N.. R. 12 W., section 30, T. 35
N.. R. 12 W.. section 30, T. 35 N., R. 11 W., M. D.
M., for mining purposes. Estimated cost $500.
Application 5780 ; Robert L. Little and Geo. E.
Waggoner, care of W. D. Ball, Los Angeles, for 25
c.f.s. from Stony Creek tributary to Stuarts Fork,
to be diverted in .section 23, T. 35 N., R. 9 W., M. D.
]\I., for power purposes. 1400 t.h.p. to be developed.
Application 5779 ; Robert L. Little and Geo. E. Wag-
goner, care of W. D. Ball, Los Angeles, for 75 c.f.s.
and 10.000 acre-feet per annum from Stuarts Fork
and Deer Creek tributary to Trinity River, to be
diverted in section ."). T. 30 N., R. 10 W., and .sections
19, 20, 31, T. 30 N., R. 9 W., for power purposes.
20,000 t.h.p. to be developed.

SAN BERNARDINO COUNTY— Application
5775; Henry F. Scholing, San Bernardino, for 0.24
c.f.s. from Sweetwater Canyon tributary to Devils
Canyon, to be diverted in section 5, T. 1 N,, R. 4 W.,
S. B. M.. for irrigation purposes on 70 acres. Esti-
mated cost $55. Application 5781 ; Alice C. McRey-

nolds, care of Chajiman (.K: Chapman, attorneys, I^os
Angeles, for 0.001 c.f.s. from small unnamed stream
sometimes known as Red Arrow Canyon tributary to
Big Bear Lake, to be diverted in section 22. T. 2 N.,
R. 1 W.. S. B. M.. for domestic purposes. Estimated
cost $500.

EL DORADO COUNTY— Ai)plication 5782; Par-
nail Gold Mines Corp., Placerville. f(n- 7.5 c.f.s. from
Camp Creek tributary to Cosumnes River, to be
diverted in secticm 15, T. 10 N., R, 13 E., M. D. M.
for power purposes. 134 t.h.p. to be developed.

VENTURA COUNTY— Application 5783; Mrs.
(ilendora (4. Reyes, Scheideck, for 0.35 c.f.s. from
Alimio Creek tributary to Cuy.-ima River, to be
diverted in section 2S, T. 7 N., R. 23 W.. S. B. M..
for agricultural pui'poses on 40 acres. Estimated cost
$35,

SANTA CRT'Z C( )T'XTY— Application 57.S4 : The
I'aradise Park Masonic Club, care of Collins & Roan,
attorneys, Oakland, for 0.5 c.f.s. from Eagle Creek
tributary to San Lorenzo River, to be diverted in
section 35. T. 10 S.. R. 2 W., M. D. M.. for domestic
purposes. Estimated cost $10,000.

FRESNO COUNTY— Application 5785; Miller &
Lux, Inc.. San Francisco, for 300 c.f.s. from San
Joaquin River, to be diverted in section 30, T. 13 S.,
R. 15 E., M. D. M.. for irrigation purposes on 54.000
acres. Estimated cost $510,000. Application 5787;
Miller & Lux, Inc., San Francisco, for 572 c.f.s. from
San Joaquin River, to be diverted in section 12, T.
11 S,, R. 13 E.. M. D. M.. for irrigation purposes ou
45,745 acres. Estimated cost $203,000.

MADERA COUNTY— Application 5780 ; Miller &
Lux. Inc.. San Francisco, for 200 c.f.s. from San
Joaquin River, to be diverted in section 25. T. 13 S.,
R. 15 E., M. D. M., for irrigation purposes on 16,516
acres. Estimated cost $75,000.

jNIONO COUNTY— Application 5776; Roy Booth,
forest supervisor, agent for Crystal Crag Water and
Development Association (proposed). Bishop, for 0.016
c.f.s. from Cold Water Creek tributary to Lake Mary
and Mammoth Creek, to be divert(>d in section 21. T.
4 S.. R. 27 E.. M. D. M., for domestic purposes at
Crystal Crag Lodge and the Lake Mary tract of
summer home sites. Lots 1 to 26, inclusive. Estimated
cost $3,000.

SISKIYOU COUNTY— Application 5777; Daf-
fodil Mining Company. Roseburg, Oregon, for 20 c.f.s.
from Elliot Creek tributary to Applegate River, to be
diverted in section 19, T. 48 N.. R. 10 W.. M. D. M.,
for mining purposes. Estimated cost $2,500. Appli-
cation 5778 ; Philip Philipe, Yreka. for 1 c.f.s. from
Caeser Gulch tributary to Humbug Creek, to be
diverted in section 6, T. 45 N., R. 7 W., for mining
purposes in section 32. Estimated cost $200.

AMADOR COUNTY— Application 5772; M. J.
Pierre and Alice Plasse, Jack.son, for 0.077 c.f.s. from
unnamed springs tributary to west branch of west
branch to south inlet of Silver Lake, to be diverted in
section 17. T. 9 N.. R. 17 E., .section 18, T. 9 N.,
R. 17 E.. for i)ower purposes. Estimated cost $1,000.

MODOC COUNTY— Application 5773; John P.
Booth. San Jose, for 30 c.f.s. and 2450 acre-feet per
annum from South Fork Pit River tribuary to Pit
River, to be diverted in section 10, T. 39 N., R. 14 E..
M. D. ]\r.. for power juirposes. 2036 t.h.p. to be
developed. Aiiplication 5774; John P. Booth, San
Jose, for 13 c.f.s. and 2450 acre-feet per annum from
Mill Creek tributary to S(nith Fork Pit River, to be
diverted in section 28. T. 40 N., R. 15 E., M. D. M.,
for power pin-poses. 1216 t.h.p. to be developed.

ROSTER

DEPARTMENT OF PUBLIC WORKS

STATE OF CALIFORNIA

C. C. Young, Governor

B. B. Meek, Director, Bepartmoit of Piihlic Works

Corning de Smiles, Deputy Director^ Department of PuhUc Works
George C. Mansfield, Editor, CaUfomia Ilhjhwaijs and J'uhlic Works

DIVISION

of

HIGHWAYS

CALIFORNIA HIGHWAY COMMISSION

RALPH W. BULL, Chairman, Eureka

J. P. BAUMGARTNER, Commissioner, Santa Ana

M. B. HARRIS, Commissioner, Fresno

JOSEPH M. SCHENCK, Commissioner, Los Angeles

FRED S. MOODY, Commissioner, San Francisco

R. M. MORTON, State Highway Engineer, Sacramento

HARRY A. ENCELL, Attorney, San Francisco

E. FORREST MITCHELL,

Secretary and Disbursing Officer

HEADQUARTERS STAFF, SACRAMENTO

T. E. STANTON, Assistant State Highway Engineer

L. V. CAMPBELL, Office Engineer

FRED J. GRUMM, Engineer of Surveys and Plans

C. S. POPE, Construction Engineer

T. H. DENNIS, Acting Maintenance Engineer

CHAS. E. ANDREW, Bridge Engineer

R. H. STALNAICER, Equipment Engineer

C. L. McKESSON, Materials and Research Engneer

AVILLIAM SCHLEIP, Principal Accountant

DISTRICT ENGINEERS

T. A. BEDFORD, District I, Eureka

H. S. COMLY, District II, Redding

F. W. HASELWOOD, District III, Sacramento

J. H. SKEGGS, District IV, San Francisco

L. H. GIBSON, District V, San Luis Obispo

E. E. WALLACE (Acting), District VI, Fresno

S. V. CORTELYOU, District VH, Los Angeles

B. Q. SULLIVAN, District VIII, San Bernardino

P. G. SOMNER, District IX, Bishop
R. E. PIERCE (Acting), District X, Sacramento

General Headquarters, Third Floor, Strub Bldg.
Eleventh and P Streets, Sacramento, California.

DIVISION

of
PORTS

Port of Eureka — F. B. Barnum, Supervisor
Port of San Jose — Not yet appointed
Port of San Diego — Not yet appointed

DIVISION

of

ARCHITECTURE

GEO. B. McDOUGALL, Chief, Division of Architecture

P. T. POAGE, Assistant Architect

W. K. DANIELS, Deputy Chief of Division

HEADQUARTERS

ALFRED EICHLER, Architectural Designer

H. S. HAZEN, Architectural Designer

W. E. MANHART, Architectural Designer

RODERICK MILES, Architectural Designer

HARRY W. DeHAVEN, Chief Architectural Draftsman

C. H. KROMER, Structural Engineer

CARLTON PIERSON, Specification Writer

F. M. STEWART, Principal Clerk

C. E. BERG, Engineer Estimates and Costs

J. W. DUTTON, General Superintendent Construction

W. H. ROCKINGHAM, Mechanical Engineer

W. M. CALLAHAN, Electrical Engineer

A. J. BEAKEY, Civil Engineer

Headquarters, 615 Forum Bldg., Sacramento, California

DIVISION

of

ENGINEERING AND IRRIGATION

EDWARD HYATT, JR., State Engineer and Chief,

Division of Engineering and Irrigation

J. J. HALEY, JR., Deputy Chief of Division

A. D. EDMONSTON, Water Resources Investigation

R. L. JONES, Bureau of Reclamation

W. A. POST, Santa Ana River Investigations

W. A. PERKINS, Investigation of Dams

S. T. HARDING, Irrigation and Special Investigations

Headquarters, 627 Forum Bldg., Sacramento, California

DIVISION

of

WATER RIGHTS

HAROLD CONKLING, Chief of Division

EVERETT N. BRYAN, Deputy Chief of Division

KATHERINE A. PEENY, Chief Clerk

SPENCER BURROUGHS, Attorney

CHARLES KAUPKE, Kings River Water Master

HARLOWE M. STAFFORD,

Sacramento-San Joaquin Water Supervisor

GORDON ZANDER, Adjudication, Water Distribution

R. H. JAMISON, Ventura County Investigations

Headquarters, 707 Forum Bldg., Sacramento, California

J. H. CLARKE, Auditor, Division of Engineering and

Irrigation, Water Rights and Architecture

56714 1-28 5200

CALIFORNIA STATE PRINTING OFFICE
SACRAMENTO, 192 8

BUILDED THAT THOSE WHO GOME MAY PASS IN SAFETY

Harlan D. Miller bridge on the Pacific Highway in Shasta County.

A N old man traveling a lone highway,
Came at the evening cold and gray,
To a cliasm deep and wide.
The old man crossed in a twilight dim.
For the sullen stream held no fear for him,
But he turned when he reached the other side,
And huikled a hridge to span the tide.

m

U

'ir\JjD man," cried a fellow pilgrim near,

' ' You are wasting your strength with
your building here.
Your journey will end with the ending day
And you never again will pass this Avay.
You have crossed the chasm deep and wide,
AVhv l)uild a bridge at eventide?"

A ND the Builder raised his old uray head,
"Good friend, on the path I have come,"

he said,
"There followeth after me today
A youth, whose feet will pass this way.
This stream, which has been naught to me,
To that fair-haired boy, may a pitfall be.
He, too, must cross in the twilight dim.
Good friend, T am Iniilding this bridge for

him."

— Anonymous.

The Harlan D. Miller bridge on the Pacific High-
way about forty miles north of Redding was opened
to traffic on December 4, 1927. Mr. Miller, who was
chief bridge engineer for the California Highway
Commission, died on October 19, 1926. A few days
before his death the California Highway Commis-
sion designated the structure as the Harlan D.
Miller bridge in recognition of his service to the
state.

Seattle Public Libraryr

official Journal of the Deportment of Putollciorks
State of California

FEBRUARY-MARCH

19Q6

ta»*f

The Sacramento River at Sacramento

\R 1 3 !92e

Table of Contents

Page

Picture on Front Cover — Sacramento River Scenes at Sacramento.

Ruts Can Not Hold California— 3/. B. Harris 1

The Six Legged Tetrahedron—^. T. Scott 3

The Passing of "Passing-the-Buck"— 6^^o/'^e C. Mansfield 5

Sacramento-San Joaquin Water Problem — Harlowe M. Stafford 7

Adjudicating Water Rights in California — Gordon Zander 9

Caring for the Dangerous Insane — W. K. Daniels 11

Editorial — Toll Roads and Bond Issues — Are People Ready to Have

Roads Routed Rightly? 13

New Highway Chiefs are Named 14

Redwood Grove Saved by League 15

Mechanical Spreading, Raking, Finishing of Asphaltic Concrete Pave-
ment—C S. Pope 16

Stock Salt Used to Melt Ice 17

Highway Finance Puts on Long Pants — Corning Be Sanies 18

Surveying in the Kings River Canyon 19

Steel Bridge Replaces Cable Ferry Over the Colorado River 20

Prehistoric Civilization Along the Lower Colorado 21

The January Traffic Count 22

President of Northern Club Sees Bright Outlook 23

New York Holds Hot Dog Stand Beauty Contest 23

Feather River Lateral Route Decision 24

Communications 26

Story of Pioneer Mountain Springs Eigliway Told 27

Mountain Roads Kept Open Despite Snow 28

Rio Vista Bridge Opened to Traffic 28

Traffic Census by Stations 32

Highway Work in Various Counties 36

Recoi'd of Bids and Awards 38

Water Permits and Applications 39

Ruts Can Not Hold California

By yi. B. HAintis, iMfnil)er of the ('alit'nniia Hi8:h\va>- Comniis.siDii.

CALIFORNIA lias about 6500 miles of
State Ilig'lnvay in a more or less
finished, or unfinished, condition.
That is" farther than from San Francisco to
New York City and back again. It has
about 70,000 miles of county and city high-
ways, also in a more or less finished condition.

Altogether it has
over 75,000 miles of
roadway, some of
which is traversable
with patience, and
some of whieh is as
g'ood highway as
:-an be found any-
where in the world.
Our whole road sys-
tem would reach
around the earth at
the equator three
times, w i t h some-
thing over. At the
rate of three hun-
dred miles a day,
it Avould take two
hundred and fifty
days to go over it
all. But more than
half of this mileage
is yet to be properly
constructed, and from ten to fifteen years will
be required for that purpose.

M. B. Harris.

REAL ROADS RATHER
THAN PAPER ROADS

Sense and c o n-
science both demand
the completion of
these roads before
ncAv ones are added;
and e s p e c i a 11 y so
when one realizes that
perfecting existing
roads shortens dis-
tances and contrib-
u t e s to convenience
much more effectively
than do new roads on
paper.

And as to adding
to our revenue for
road building by bond
issues or other de-

In this article former State Senator M. B.
Harris of Fresno tells of the relationship of
California to world development and of the
part that highways are playing and will play in
making California the center of "commerce, and
wealth, art, literature, culture and a civilization
such as the world has never before known."
Senator Harris points out that California's road
system, including state and county highways,
would reach around the earth at the equator
three times and would take 250 days to travel its
length at the rate of 300 miles a day. He urges
the completion of the present roads before new
highways are admitted into the state system
but warns against any "orgy of road building."
He also pleads for the preservation of the rec-
reational areas of California, declaring that "our
children will see a population in California so
great that the thought of it appalls a lover of the
great waste places and solitary mountain trails."
Again Senator Harris says: "Undoubtedly there
is a correspondence between visible things and
human thought. Men think, act and live to some
extent in harmony with the things they see."

vices: Away with the thought! We have
enough, but not too much, revenue now.
What we have can be used to good purpose
and economically. Let us have no orgy of
road building.

PIONEER DEVELOPMENT

The pioneers in the development of our
road system planned and built even better
than they knew. One must travel by auto
for weeks over this state to realize what it
meant to plan a system of roads that should
respond at all adequately to the longitude,
latitude and altitude of this unique state, and
at the same time accommodate itself to traffic
conditions as they were and as they would
probably develop. But they did it. And
what is more, they experimented with sound
judgment and clear insight in the matter
of road construction, with all that means
under the varying conditions of soil, climate,-
moisture and heat of a state that runs the
gamut from tropical to boreal, and from
desert to swamp.

They have contributed an admirable road
plan and an experiment in road building
which, augmented by that of road builders
everywhere, should result in the construction
of the very best roads to be found anywhere in
the world. And that is exactly what is now
being done. These roads have been planned
so that it is easy to enter the state from
both north and east,
and so that whether it
be commerce, scenery
or climate one seeks,
there is an easy way
to it, or will be when
these roads are com-
pleted. There is to
be a uniform c o n-
struction and i m-
provement of roads
throughout the state
so that each part of
the state shall have
its just proportion.

CALIFORNLl IS UNIQUE

California is unique
physically, climatic-
ally, geographically
and historicallv. The

CALlFONXfA HKlinVAY!^ AND PUBLIC WORKS.

Avliitc man, trekking' west from somewhere in
Asia, has readied the end of the trail in Cali-
fornia. Three hundred years aj^o (four long-
lives span it) he settled the Atlantic Coast
of this continent. One hundred fifty years
ago (two long lives span it) he introduced
the United States into the family of nations.
At that time the ITnited States was a
narrow strip along the Atlantic and had
a population of about '?,r)t)(),000, or less
tluin California has now. Today the con-
tinent is settled from Atlantic to Pacific.
The :3,r)00,000 has become 110,000,000. This
coast, the last to be reached, has just begun
to develo)). Seventy-five years ago (one long
life spans it) California was admitted to state-
hood with a population of 93,000. Whether
we like it or not, the millions are on their way,
and will soon be here. Our children Avill see
a population so great that the thought of it
ai)pa]ls a lover of the great waste spaces and
solitary mountain trails.

California has an area equal to that of the
states of ]\Iaine, New Hampshire, Vermont,
^Massachusetts, Rhode Island, Connecticut,
New York and Pennslj^vania, and natural
resources and trading opportunities even
greater. Its population is about five million.
Theirs is more than thirty million.

SAVE THE RECREATIONAL AREAS

Thinking of thirty million people may sug-
gest corner lots, but I am thinking of our
Ijeaches, the longest and most beautiful in the
world ; of our forests, unrivalled in the size
and majesty of their trees; of our many
natural parks, so much more desirable than
man-made parks. Somehow, some of these at
least, must be preserved in their beauty, and
reserved for the use of the pul)lic. It is quite
true that Jones, who owns the land, does not
own the landscape, and that the beauty of it
is for him who looks upon it. But Jones can
devastate the l)eauty of the forests and fence
the ])eaeh, or worse still, cover it with oil
derricks.

California has all of the l)eauty and gran-
deur and variety of scenery of Greece, Italy
and Switzerland. Undoubtedly, there is a
correspondence between these visible things
and human thought; there is a relation
l)etween mind and matter. INlen think, act
and live to some extent in harmony with the
tilings they see.

Here, too, wq have all the varieties of cli-
mate found in old world lands where the
highest civilization has been developed. There
is no climate aliout the IMediterranean, that
l)irthplaco of civilization, l)ut has its counter-
l)art here; and so has almost every other cli-

mate, for that matter, that can be found any-
where in the world. And there is a close
relation between climate and civilization.

NO RUTS IN CALIFORNIA

There are no ruts in California, either in
the roads or in our customs. "We are new,
very new. The habits and prejudices of the
past (for there is no past here) do not forbid
the installing of bathtubs in our houses, nor
sewer systems in our cities.

Here we are developing an educational sys-
tem, from kindergarten to university, which
should be distinctive and individual, and will
become so when we renounce the idea that
scholastic institutions are measured by their
registration.

THE OPPORTUNITY THAT IS OURS

"What an opportunity ! Here at the end of
the white man's trail, in a new land, Avith all
history to guide us, with no ruts to hold us,
with all the favorable conditions of climate
and land that produced the greatest civiliza-
tions of history, with transportation possi-
bilities that annihilate distance, and give the
experiences and contacts that prevent pro-
vincialism, here we should develop not only
commerce and wealth, but an art, a literature.
a culture and a civilization such as the world
has never before known.

Wednesday has been selected by the State
Department of Public Works as a uniform
week day for the opening of bids on con-
struction Avork. The selection was made by
B. B. ]\Ieek, Director of the Department, at
the request of the contractors of the state. It
was stated by the latter that ^Monday, the day
upon Avliich bids have previously been opened,
Avorked a hardship upon contractors in that it
conflicted with county and city bid openings.
It Avas also urged by contractors that it Avas
sometimes difficult for them to make the
required banking arrangements at the end of
the Aveek in readiness for ]\londay and on that
account added several days bank interest.

The ditficulty of securing material quota-
tions at the end of the Aveek Avas also given
as a reason for making the change.

The construction of an olaborate system of super-
]iigliwa.v.s, greatly enlars'ing the federal-aid highway
program, which provides for 1.S2.000 miles of federal-
aid road, has been asked in a bill just inti'oduced in
congress by Senator Crcorge II. Moses of New
Hampshire. The measure, actively supported by the
Anuu'iciin JNIotorists Association, provides for a high-
way as direct as practicable between the Atlantic and
I'acific coasts and for cross highways, which would
connect the entire T'uited States.

CALIFORNIA lIKlinVAYS AM) PUIiLIC WORKS.

The Six Legged Tetrahedron

Not a Prehistoric Animal, But an Effective Protecfor of Highways

This article, with photographs, covers a
recently completed river bank protection job
by the state in Ventura County. The type of
protection work is very unique and has
proved very successful.

By K. T. Scott, Assistant District Maintenance
Engineer.

If the Santa Clara River were allowed to
choose its own course, it would flow some place
other than under the present 2077-foot state
hiiihway bridg'e near jNIontalvo, on the Los
Ano-eles-Ventura Highway. On several occa-
sions during- the last few years the river,
swollen by flood waters, has swung sharply
to the west, cutting away the 15-foot embank-
ment on that side of the river, and destroy-
ing several acres of agricultural land.

During the storm of February, 1927, the
river took anotlier swing to the west at a
point about 1200 feet upstream from the state
highway bridge and continued to M'ash away
the high river bank until it threatened to
cut through the west approach to the bridge,
(^nly the vigorous action on the part of the
maintenance organization, the crew working
night and day, ]n'evented the highway from
being washed out.

TETRAHEDRON ANSWER TO PROBLEM

The trees, cable and brush used success-
fully by the nuiintenance crcAV during the
storm, in preventing the flood waters from
cuttiiig through the highway, offered but a
scant barrier to further inroads from the
stream during floods of the winters to follow.
Studies were made to determine the best
means of bank protection for the particular
case. An inspection made of various types
of bank protection work used in the Santa
Clara Iviver showed that the only type of
permanent bank protection that had success-
fully withstood the floods Avas the concrete
skeleton tetrahedron.

The accompanying pictures show an effective
method of highway protection against flood that
has been adopted on the Santa Clara River in
Ventura County. The upper picture shows the
damage done by high water eating into the bank,
beneath it is a picture showing how a tetra-
hedron is anchored. Next below it, is a picture
of a view of a line of tetrahedrons in place.
The next picture shows the tetrahedron tilted by
flood water but still in place. The lower picture
shows brush and trees growing up behind the
tetrahedron and reestablishing the natural bank.

iiiH"aiiii IBMh

(\\i.ir<niMA nraiiwAYs axd pvulic wonKf?.

SUCCESS PROVED

The use of concrete skeleton tetrahedrons
to control the river Avas first employed by Dan
Sheldon who has owned and operated for
many years a 400-acre rancli immediately
north of the state hi<ilnvay and located along-
the west bank of tlie river. Beginnino- back
in 1912 ]Mr. Sheldon invented and constructed
and i)laced at strategic points along the river,
concrete tetrahedrons which have been most
successful in controlling the flood waters of
tlie Santa Clara Kiver.

Standing thirteen feet high, composed of
six 16-foot legs a foot square, well reinforced
with steel, and weighing about seven tons
each, the concrete tetraliedrons are capable
of withstanding a tremendous force.

Should the tetrahedron be undermined or
even topi)led over by the flood, it still stands
on a broad base always offering resistance to
tlie on-rushing water. Several years ago one
of the 7-ton tetrahedrons standing at the
end of a row, and not cabled to the adjoining
tetraliedrons, was washed a quarter of a mile
down stream by the flood. It took hours for
tlie heavy concrete figure to cover the quarter
mile and each time it rolled to a new one of
its four similar bases, it stood upright, always
resisting the force of the river. After the
storm the strayed tetrahedron was dragged
back to its place Avith a tractor, having suf-
fered no damage during the trip.

MAKES ITS OWN BARRIER

A large amount of driftwood and brush is
carried by the Santa Clara River during flood
times. Soon the drift begins to accumulate
against the roAv of concrete tetrahedrons laced
together with cables. As the tangle of brush
increases, the swift current of the river is
halted a little and the silt and sand carried
by the water begins to drop and accumulate
both upstream and downstream from the
ob.struction, and the river veers back to its
old channel. In a very short time the row
of tetrahedrons stops the flood with a wall
of brush and sand tliat tlie river itself has
built.

DETAILS OF JOB

In order to adequately protect the highway
embankment and force the river over toward
its old channel, a row of thirty concrete
skeleton tetrahedrons ])laced approximately
nineteen feet apart from the center of one to
the center of the adjoining one, was con-
structed along the west banlc of the river on
the ui>stream side of tlie bridge.

The row of tetrahedrons, nearly six hundred
feet in length, was constructed from the river
bank at an angle swinging downstream, and

com])letely crossing the newly cut low water
channel of the river.

During the construction of tlie straight row
of the thirty tetrahedrons, ranchers owning
property along the east bank of the river,
over 2000 feet away, objected to the continua-
tion of the work as originally planned fearing
that flood waters would be forced across the
river to do damage to their property. In
order to appease the fears of the complaining
ranchers and at the same time without lessen-
ing the effectiveness of the protection work,
an angle was thrown into the line and the six
tetrahedrons furthest from the bank were
constructed at a right angle to the direction
of the bridge.

IIETIIOD OF JIAKIXG

The concrete skeleton tetrahedrons were made up
of six legs, each 12 inches square and reinforced witli
eight i-inch bars, the two outside corner bars of
each leg being 17 feet 6 inches long, bent into
and tied to the opposite corner bar of the adjacent
legs, and six bars 14 feet long extending into adjacent
legs, at the junction. A spiral reinforcement of a
number 8 wire was wound with a 6-inch pitch, around
the longitudinal reinforcing bars.

Each leg. measured from corner to corner, was 16
feet long, the height of the tetrahedron from the
ground to the vertex being approximately 13 feet.

Steel reinforcement was assembled where the tetra-
hedron was to be constructed. Sheet iron corner
forms were then slipped over the reinforcing bars at
the three corners of the base and wooden forms for
the legs set in place. A sheet iron corner form
similar to those used on the base corners, but having
a small opening at the top to admit concrete, was
used at the vertex of the tetrahedron.

Concrete was poured into the lower part of the
tetrahedron direct from wheelbarrows, and when it
got too high for the Avheelbarrows, it was shoveled into
the forms, while the last few cubic feet of concrete
to be placed at the top was elevated b.v a bucket
attached to a portable swinging teeter beam.

now TIIEY WERE PLACED

The row of tetrahedrons was placed with the 16
feet sides lining up on the upstream side, with the
points of the equilateral bases downstream. A space
of three feet was left between the corners of adjoin-
ing tetrahedrons on the lu^stream side.

Six lines of old one-inch cable, secured from nearby
oil fields, were stretched along the upstream side of
the tetrahedrons, with one line along the downstream
side of the row. The cables were fastened in place
by wrai)i)ing around the legs and by the use of cable
clamiis. the iMirjiose of the cable being to tie the whole
row of tetraliedrons together so that they would act
as a unit during a Hood, and also to catch and hold
the brush and trees carried down by the storm
waters.

ANCHORED TO RIVER BANK

At the bank end of the protection work, the cables
were cast into a large block of concrete which anchored
them at a safe point to the river bank. Some brush
was piled in near the bank to prevent any possible
cutting in back of the protection work.

COST OF WORK

The reinforced concrete tetrahedrons were con-
structed at a cost of about $112 each, exclusive of the

(CniUiiuied on page 15.)

CALIFORNfA UK! II WAYS AND PUBLIC WORKS.

The Passing of '' Passing -the- Buck''

By George C. Mansfield.

PA8SING-THE-BUCK is fast becoming a
tiling of the past in tlie eoiulnct of Cali-
fornia's government

Authority — Alexander R. Heron, Director
of the Department of Finance of the State
of California, an expert on both state finances
and state government.

Reason — The Governor's Council.

Time Avas wlien passing-the-buck and
politics were considered as synonymous terms.
It M'as the most ancient of political practices,
the most venerable of political rites. It was
justified on the basis of political self-preserva-
tion. The slogan was :

Safety First. Do nothing, but don't get
caught at it ! Pass the buck !

But when the Governor's Council came in
at the door, buck passing opened a window for
its exit. The fact is already recognized in
Sacramento. The state is now beginning to
find it out.

MR. HERON TELLS STORY

This is the w^ay Mr. Heron told the story in
a recent address to which the writer had the
pleasure of listening, and which he believes
may be of interest to the readers of the
journal.

"The directors of the nine major state
departments into which Governor Young and
the legislature consolidated the one hundred
and more previously existing state agencies
meet together each month with Governor
Young. This is knowai as the Governor's
Council.

"Thej^ all meet in the same room at the
same time.

"All of the directors are appointed by the
Governor, and are responsible to him for the
conduct of the departments they respectively
represent.

"Many, and in fact most, of the major
activities of the state require action from
more than one department. Before the
reorganization and coordination of the state
department, when over one hundred agencies
of the state functioned independently of each
other, joint action was difficult of attainment.
The situation encouraged buck passing. It
was easier to alibi than to act.

"The Governor's Council, however, has
created a condition that reverses this. The
reason is plain. It is extremely difficult to
pass the buck w^hen the person to whom you

are passing it is in the same room with you
and ready to ])ass it back.

"easier to act than to alibi"

' ' In other words it is easier now to act than
it is to alibi."

]Mr. Heron illustrated his point by describ-
ing a hypothetical meeting at the Governor's

Alexander R. Heron.

Council, in which the following imaginary
incident might have occurred :

The Director of Institutions reports that
patients in a certain state hospital are sleep-
ing on the floors and in the halls by reason
of inadequate housing facilities.

The Director of Social Welfare corroborates
this report, and states that this overcrowding
has been noted at her last inspection of the
hospital in question.

The Governor turns to the Director of Pub-
lic Works, and calls attention to the fact that
an appropriation was included in the budget
for enlarging the accommodations at this

CAIJFOIx'MA HIGHWAYS AND PUBLIC WORKS.

particular institution. It is n\) to the Direc-
tor of Public Works to make some explana-
tion.

The Director of Public Works states that
the Director of Finance has not yet made the
a])i)ropriation available for us. The Director
of Finance must in liis turn explain the failure
of his department to function.

With all of responsible parties together
in one room with the person to whom they are
all responsible, situations between depart-
ments that it previously took months to un-
snarl are untangled in a few moments.

PUTTING BUSINESS METHODS INTO GOVERNMENT

"The Governor's Council," continued Mr.
Heron, "is bringing to the business of the
state the same precision of procedure that a
business corporation demands of its execu-
tives.

"The plan is proving as successful in prac-
tice as it was excellent in theory. In the five
months that have passed since the organiza-
tion of the Council, it has been very clearly
shown that the percentage of uncompleted
passes in state government has been very con-
siderably reduced. This is the logical result
of a system that makes it possible to readily
determine where fault lies and to immediately
fix responsibility. ' '

now JUMBLE GREW

Of ecpial interest Avith Mr. Heron's state-
ment of the value of the Governor's Council
to the state was his explanation of how Cali-
fornia's government grew into the jumbled
mass of over-lapping and conflicting juris-
dictional agents that existed before the coordi-
nation of departments took place.

Mr. Heron, in addition to the aid given
Governor Young in Mellon-izing the financial
affairs of the state through the institution of
a complete state budget, also gave yeoman
service in the difficult and involved task of
helping the Governor to redepartmentalize
the state government on a workable, efficient,
and economical basis. He accordingly again
speaks with the voice of authority.

"California's government, like all other
state governments," Mr. Heron says, "was
like Topsy. It just grew." He continued:

"The first function of government everj^-
wliere has been to protect life and property.

"This next exi)anded into the protection of
certain civil and individual rights.

"These in turn gave birth to a new con-
ception of the function of government, namely
that the government should give to its citizens
the opportunity for the highest development
of their individual abilities.

"This latter conception of government is
reflected in the free public schools and in a
score or more of enlarged governmental
activities.

"During the last tAventy years, the same
thought has found expression in laws for the
regulation of housing conditions, hours of
labor, rate and method of pay, child labor,
sanitation, employment of immigrants, and a
hundred other similar functions.

TPIE PRICE OF PROGRESS

"Each new service seemed to require the
creation of a new governmental agency. The
political thought of California has very pos-
sibly been more progressive and enlightened
than elsewhere in the world. Accordingly
these functions may have been added to state
activities here more rapidly than elsewhere.
At first there was little confusion between
existing governmental agencies. But gradu-
ally the ' ' set-up ' ' in state affairs became more
and more complicated and tangled.

' ' Finally, when Governor Young undertook
to cut the Gordian knot, there were more
than one hundred and forty state boards,
commissions, and bureaus and other agecies
in California, each created independent of
the other, all jealous of their jurisdictional
rights, all attempting to operate independ-
ently, and all more or less resentful of inter-
ference from other agencies, even where func-
tions were allied and rights related.

"This confusion of governmental agencies
was a penalty that California paid for the
progressiveness of its political thought, and
for rapidity in the development of a humani-
tarian program unequalled elsewhere in the
world.

SAVING GOLD, ELIMINATING DROSS

"Governor Young's job was to save the
gold of this program, and eliminate the dross.
His long experience in Sacramento as assem-
blyman and lieutenant governor gave him an
insight into conditions in the state govern-
ment that a less experienced governor could
only acquire after years in office. He immedi-
ately undertook two tasks, both of large pro-
portions.

' ' The first of these was to give to the people
of the State a complete accounting of state
expenditures in advance of their actual dis-
bursement. A real state budget, the first of
its kind in the history of California, one with-
out a deleted figure or a single activity of the
state omitted, was the result. The second
major undertaking was the reorganization of
the state upon a business basis."

(Continued on page 19.)

CM.fl'dh'MA UKIIIWAYS AXI) PUHLIV WOh'Ks.

Sacramento- San Joaquin Water Problems

liy Haui.owe M. Stafford. Sacramento-San Joaquin Water Supervisor, Division of Water Rights.

Harlowe M. Stafford.

APPROPRIATIVE and other vested
water rio-hts on the Sacramento River
])etween the city of Sacramento and Red
Bluff total approximately 6000 second-feet.
Water requirements both for irrigation and
salinity control in the great and fertile delta

of the Sacramento
and San Joaquin
rivers approximate
3500 second-feet or
more with a much
g r e a t e r flow re-
quired to maintain
the desired fresh
Avater along the
industrial section
ilownstream fro ni
.Vntioeh and Pitts-
burg. An estimated
flow of from 3000 to
3500 second-feet in
the Sacramento
River above Sacra-
mento is needed to
satisfy navigation
requirements. Yet
there was an actual
available flow in the
river at Red Bluff after July first of not
more than 3500 second-feet in four of the
last eight seasons and one only had more than
4500 second-feet. Similarly, there has been a
summer flow of the San Joaquin River to the
delta of considerably" less than 1000 second
feet in some of these years.

SITUATION ACUTE IN 1920

These problems are
serious and are demand-
ing the earnest thought
and endeavor of the
various interests involved
and of the state, for an
early solution. The first
acute situation to arise
was that in 1920. In
that year, with the run-
off of the San Francisco
Bay drainage area only
48 per cent of normal and
the largest rice planting
in the Sacramento Valley
in the history of the
industry up to that time,
the situation was saved

There is probably no other place in
the United States where a problem of
the connplexity and diversity of the one
discussed in this article can be found
uniting irrigation, flood control, navi-
gation and the control of salinity. In
most cases in arid America the only
problem encountered is that of getting
an adequate supply of water to the
land but here we have the several other
phases. It is difficult in many cases to
solve the problems because of inade-
quacy of the supply but it is gratify-
ing to know that it is physically pos-
sible to care for and develop all
interests in the Sacramento Valley to
the utmost. The engineers and the
committeemen who will have charge
of the supervision of this development
must indeed be men of super vision.

tln-ougli the Emergency Water Conservation
Conference, a voluntary organization of water
users and state officials, and a Water Master
appointed by the conference to regulate the
Sacramento River diversions of those signing
a Water Users' Agreement prepared by the
conference. It was in this year, however,
that, as a result of the salinity encroachment
in the delta, the famous Antioch suit was
instituted. This cost the valley some hun-
dreds of thousands of dollars but did not
result in a solution or even a basis for a
solution of the problem.

1924 EMERGENCY

Following years of more normal stream
flow in 1921, 1922 and 1923 came the
extremely dry 3'ear of 1924, when the run-off
of the San Francisco Bay drainage area was
only 27 per cent of normal. With the prob-
ability for a critical season evident as early
as January in that year, a pressure for the
initiation of a definite constructive program
in the solution of the problems was felt on
all sides. This found expression in the first
Sacramento-San Joaquin River Problems Con-
ference, which was held in Sacramento Janu-
ary 25 and 26, 1924, under the auspices
of the Division of Water Rights and the
Sacramento Chamber of Commerce.

Through the medium of authoritative
papers presented by experts this conference
brought out clearly for discussion the many
angles to the problems from the standpoint of
the up-river water users, the delta irrigators
and the navigation, power
and industrial interests.
A committee known as
t li e Permanent C o m-
mittee of the Sacra-
mento-San Joaquin River
Problems Conference was
appointed to ^** * *
prepare a program for
the coordination, adjust-
ment, and development of
all irrigation, power and
navigation interests, with
a view to securing the
utmost conservation and
use of the waters of the
Sacramento and San
Joaquin rivers and their
tributaries for the pro-
tect ion and benefit of all. ' '

CALI FORMA If 1(1 H WAYS AM) I'lBIJC WOh'KS.

Views along the Sacramento River — To the left, the picturesque irrigation plant of Natomas-
Elk Horn Mutual Water Company on the Sacramento River, a few miles up stream from Sacra-
mento : average capacity about 65 cubic feet per second; Middle picture, scene in the delta of the
Sacrarnento : To the right, is a view of the Tisdale Pumicing Plant of the Sutter Basin Company
near Grimes. This is one of the largest irrigation plants on the Sacramento River. Its average
capacity is 600 cubic feet of water per second.

Since the first conference tliis committee
has functioned actively and has proved to be
a powerful influence in welding together the
divergent interests involved, in bringing about
constructive cooperative effort and in pre-
venting litigation in the face of critical situa-
tions that have arisen.

Earl}' in 1924 the Permanent Committee,
in cooperation Math the Division of Water
Rights, instituted a definite plan of action to
carry through the irrigation season. This
called for an agreement among the water users
and other interests to provide for a water
supei-visor to be appointed by and work under
th<^ direction of the division.

In specifying the functions of such an
official there were certain considerations which
should be clear. Basically, it may be stated
that the ultimate objective of all water legis-
lation and administrative effort is the dis-
tribution of the water itself to those having
H valid claim upon it, and where the water
titles on a stream have been definitely adjudi-
cated, experience has demonstrated that this
can be readily accomplished through a State
Water Master. However, as indicated in a
])revious article,* in striving to consummate
the ])rere(juisite clearing of water titles, three
courses are open: (1) litigation, (2) the code
provisions of the Water Commission Act,
and (3) mutual agreement based upon investi-
gations and determination of physical fact.

In the case of the Sacramento-San Joaquin
situation, with litigation and its destructive
ramifications naturally repellent,' and the
second course inapplicable because of the
many classes of water rights under which

♦See November, 1927, issue ot Califoi^nia Highways
AND PUBLjc '.WloRKS— .-article entitled"' "Putting the
'Right' Jnto Water Rights," by Harold Conkling, Chief,
Divi.Hion of Watef Rights. - '■ — • • - - -

diversions are made, the third course becomes
the one most practical and applicable. This
is indicated in an analysis of the water diver-
sions under the various classes of water rights,
showing in 1926 for example :

For the Sacramento River and tributaries
in the valley above Sacramento :

Old appropriative rights (initiated

Prior to the Water Commission

Act) 847,083 acre-feet

Ai)proiiriative rights under permit

from the Division of Water Rights 721,442 acre-feet
I'resumably riparian rights 76,447 acre-feet

For the Delta Uplands (from Lower San
Joaquin River and Old River above the
Delta) :

Old appropriative rights 52,418 acre-feet

Appropriative rights under permit 84,619 acre-feet

I'resumably riparian rights 9,869 acre-feet

For 265,000 acres irrigated in the Delta in
1926, a considerable portion is covered by
appropriative filings before the Division and
]iractieally the entire delta area of more than
400,000 acres claims water under riparian
rights.

With the facts of water supply, actual
water recpiirements and use definitely estab-
lished through engineering investigation,
experience has proven it perfectly feasible to
base thereon mutual agreements, either tempo-
rary to tide over an immediate crisis or more
or less permanent, under which a water
master or water supervisor may successfully
distribute and' conserve for the best interests
of all a deficient water supply. The water
supervisor's authority and benefits to be
derived from its exercise will extend only so
far as the water users' mutual agreements
permit.

(Continued on page 30.)

(' ALIl'ORMA n/dllWAWS AND J'UBLIV WOh'KS.

Necessity for Adjudication of

Existing Water Rights in California

By Gordon Zandki!, Hydraulic Kngincer, Division of Water Rights, iX'partmcnt of Tulilic Woiks.

THE LM PORT ANT part Mliieli tlie water
resources of California liave i)layed in
development of this state to its i)resent
population of about five million people, and
its ])resent wealth as represented by a total
assessed property valuation of about seven
and one-half billion dollars, can hardly be

overestimated.

In pioneer days,
Avhen the mining in-
dustry was the chief
factor Avhich stimu-
lated our remark-
ably raind early
growth, mining op-
erations of every
character were de-
l^endent u p o n a
supply of water.
The waters of our
streams were used
extensively for
liydraulicking, sluic-
ing, panning, stamp-
ing, etc. Later, as
the more lucrative
Gordon Zander. mining areas were

worked out, the at-
tention of our population was gradually
diverted to the agricultural development of
our great fertile valle.ys. The extent to which
this agricultural development has now pro-
gressed is indicated by an estimate compiled
by the United States Department of Agri-
culture, showing that the total value of all
California farm products marketed in 1926
was 656 million dollars. For comparison,
various sources of information indicate total
values for our 1926 production in other classes
of raw materials as follows: minerals (includ-
ing oil), 450 million dollars; lumber, 73 mil-
lion dollars ; fishery products, 18 million
dollars.

DRAFT ON WATER GROWS

It was eary recognized that in general most
crops can not be successfully and profitably
grown in California without irrigation, on
account of our long summer dry season : con-
sequently our remarkable agricultural devel-
opment has been accompanied by a constantly

increasing draft \\])uu the waters of our
streams for irrigation purposes. By the use
of an extended curve plotted from the total
irrigated areas in the state as shown by the
various government censuses up to 1920, it is
roughly estimated that there are at present
ap])roximately six million acres of land in the
state that are under irrigation.

In more recent years hydroelectric power
development, in which California has lead the
entire world, has be-
come a very impor-
tant factor in the
utilization of our
water resources. Ac-
cording to informa-
tion recently issued
by the State Rail-
r 0 a d Commission,
hydroelectric plants
having an aggregate
capacity of nearly
two million horse-
power have already
been installed in
California.

And in addition
to the utilization of
our water resources
for mining, agricul-
tural and power
purposes, there is
the ever increasing
demand for water
for domestic use by
our growing popu-
lation, and for mu-
nicipal and industrial uses within our rapidly
expanding cities and towns. Only those in
close touch with our water resources realize
what a factor water is in the remarkable
development that has taken place in Califor-
nia since it was admitted to the X'nion only
seventy-eight years ago.

REMAINING UNAPPROPRIATED WATER RESOURCES
LIMITED

Have we still unlimited unappropriated
Avater resources for our population to draw
upon for further development, in the com-
paratively unrestricted manner in which they

Automatic recording device
on Soldier Creek, Modoc
County. By means of
this device a continuous
record of the flow of the
stream was kept during
an adjudication investi-
gation.

10

CALIFORNIA HIGHWAYS AND PUBLIC WORKS.

liave been free to draw upon them in tlie past?
Tlie answer is clearlj^ in the negative. This
eonclusion was first offieially recognized by
our legislature in 191.'3, when a eomi)lete code
of water laws, known as the "Water Commis-
sion Act," was enacted. And it was again
recognized by the legislature in 1921, when
funds were appropriated for a comprehensive
engineering stud.y of our water resources to be
made under the supervision of the State
Engineer, for the purpose of formulating
plans and policies under which a systematic,
judicious aiul coordinated development of our
remaining unappropriated water resources
could proceed.

On many streams in the state development
has already progressed to a stage where the
aggregate of the quantities of water claimed

STRJCAM GAGING STATION ON HAT CREEK,
SHASTA COUNTY.

Ii>-eoi-ds of the stream flow at this station have been
ke))t for the past five years as a basis for an
adjudication of the water rights and for subse-
quent administration of the stream.

by the various Avater users exceeds the normal
water supply. On most other streams develop-
ments have already been proposed that would
utilize the balance of the w^ater supplies, as
evidenced by filings with the State Division
of Water Rights. Under these conditions it
is clear that the i)ublic welfare demands that
as further development takes place, present
water users must be protected in their rights
already vested, and at the same time capital
invested in new projects must be assured of
the water supply filed upon for such projects
in so far as unapi)roi)riated waters Avill per-
mit, and protected against the possibility of
expensive litigation caused by exorbitant
claims on the ]iart of owners of prior rights.

I'ROTECTIOX OF WATER USERS AN IMPORTANT
DUTY OF THE STATE

The protection of a i)arty in the enjoyment
of a water right which he has legally ac(iuired
is just as much a function of government as
is the i)rotection of that party in the enjoy-
nient of any ])roiierty rights that he may
possess. Furthermore, as it is a generally
recognized pi-inciple that the state owns its

water resources and merely allows the acqui-
sition of rights to use the same under certain
restrictions of laAV, it would appear that the
state government is the proper agency to
])rovide the necessary protection to water
users. This duty on the part of the state has
been recognized by the legislature by the
inclusion in the Water Commission Act of
complete provisions for the necessary
machinery for state administration of our
stream systems through the agency of
' ' water masters. ' '

ADJUDICATION NECESSARY BEFORE PROTECTION
CAN BE AFFORDED

Before a stream system can be administered
by the state, however, all water rights on the
stream must be adjudicated in order that a
definite basis for distribution may be estab-
lished. In this connection it is pointed out
that no definite control over the acquisition of
rights by appropriation was exercised by the
state prior to 1914, when the Water Commis-
sion Act went into effect ; consequently most
appropriative water rights initiated prior to
that time are undetermined as to amount of
water, and many are undetermined as to
jiriority as well. In addition, there are the
many undetermined riparian and prescriptive
rights, of which in most cases there is not even
any record.

COURT ADJUDICATIONS GENERALLY EXPENSIVE
AND OFTEN INADEQUATE

Prior to the enactment of the Water Com-
mission Act, an adjudication of water rights
could only be accomplished through regular
court procedure. Court proceedings have
generally proved very expensive, however,
and in many cases they have failed to bring
about the desired results. Stream flow is one
of the most difficult svibjects of litigation
because by its very nature it is extremely
variant in quantity and difficult of measure-
ment. A recent example of the extent to
which water litigation can become involved
occurred in the suit brought by the Santa
IMargarita Raiicho involving water rights on
the Santa ^largarita River in San Diego
County. Up to the present time that case has
occui)ied 186 full court days, during which
22, ()()() pages of transcrii)t have been taken,
and the hearing has not yet been completed.

AVATER COMMISSION ACT PROVIDES ADEQUATE
ADJUDICATION PROCEDURE

With the ])assage of the Water Commission
Act provisions were made available under
which a complete adjudication of all water
rights upon any stream system may be accom-
plished in a single proceeding, through the

(Continued on page 27.)

CAIJFORXIA JIKIHWAY8 AND PUBLIC WORKf<.

11

Caring for the Dangerous Insane

California Provides Home at Mendocino Hospital Designed for Deranged

Patients of Anti-Social Delusions

Jtij W. K. Oaniki.s. Deputy Chiof, Division of Architecture.

AMON(J tlie iiuiny (liffereiit typos of hous-
'n\<x problems the Division of Architec-
ture must meet and solve in connection
with state institutions, one in particular
stands out and requires studies involving new
problems in state architectural studies.
The problem of housing and caring for the
insane presents
many obstacles, but
the matter of hous-
ing and caring for
insane of anti-social
tendencies is indeed
a major problem.
The solution of this
problem, however, is
apparently near as
the Division of
Architecture is at
the present time
constructing a
building at the
jMendocino State
Hospital which will
function as a hos-
pital for insane pa-
tients requiring spe-
cial custodial care.
As early as 1882 the suggestion was first
made to erect a building to house what was
then termed "criminal insane." The idea
originated in the prisons whereby prisoners
becoming insane could be properly segregated
from other prisoners and be accorded medical
attention of a nature the prison physicians
were unable to give. After repeated requests
from the Prison Board, the legislature appro-
])riated a sum to erect such a structure and
about 1905 a project was started at the Folsom
State Prison. Besides costing a considerable
sum of money, several years were consumed in
its erection. The building as designed was
of the jail type and built of granite stone
quarried and prepared by the prisoners.
Construction work was done by prison labor
under the direction and supervision of the
then State Engineer.

Construction was carried along to a point
nearing completion, l)ut when the biulding
was about to be turned over to the prison
authorities for operation, opposition arose to

W. K. Daniels.

this method of caring for insane persons of the
type described. Objection was based on the
theory that it was wrong to consider the
insane of any nature as criminals. It was
asserted that their care should not be con-
nected in any way with a penitentiary. The
objections prevailed, and as a result, the struc-
ture was never used for the purpose originally
planned. For a time some of the cells were
used for solitary confinement cases. An
attempted escape resulted in a killing, and
since then the building has been abandoned.

The Division of Architecture has in the past
made various surveys and estimates as to ways
and means to utilize the material in the
structure but nothing has developed from
these studies. The building stands today, out-
side the prison walls battling the elements,
defeated in its j)urpose of assisting society in
the burden of caring for insane persons
requiring special custodial attention.

As a result of this failure the state institu-
tions for insane were obliged to continue to
care for this type of patient. They did this
in the most satisfactory way possible under
existing conditions. The hospitals for the
insane were not controlled by armed guards as

Jail type building for the dangerous insane con-
structed at Folsom and later abandoned.

are the prisons, and it is not to be wondered
that escapes took place.

It so happened a patient of this type
escaped from one of the state hosintals on
several different occasions and set fire to build-
ings in a nearby town. This situation brought
about a protest from the community and a
movement was started to remove the hazard.
As a result an appropriation of $150,000 was

VALIFOl{MA HJGBWAYS AXD PUBLIC WORKS.

^"^j

Special custudial building for the anti-social insane now iincltr construction at the Mendocino State Hospital.

approved b}' the 1925 legislature to erect a
Special Custodial Unit to care for this type
of insane.

The problem of the location of this unit was
submitted to each of the state hospitals for
insane for recommendations as to the site,
involving' as it did the housing and respon-
sibility of the most dangerous type of person
tlie state has to care for. To Doctor Donald
R. Smith, Medical Superintendent of the
Mendocino State Hospital, goes the honor of
being the medical superintendent in the state
service to accept this burden by voluntary
offer.

Practically all of the old main buildings at
the state liospitals were designed and erected
on the order of jails. Tliey had iron bars at
all openings and were from three to five stories
in lieiglit. In late years, however, this plan
was disc(nitinued, now buildings of domestic type, and
as a nile only two stories iu height, are being erected,
the purpose being the reduction of the fire hazard to
a minimum and the creation of a pleasing environ-
ment for the insane. By making these surroundings
resemble country estates instead of jails a long step
towards helping iu cures was made.

The problem confronted us as to how to construct
a building t<) meet the requirements of housing safely
these insane patients of anti-social tendencies and at
the same time to continue to design a building of
pleasing domestic suggestions and without the appear-
ance of a jail. With the construction of the special
custodial unit at the Mendocino State Hospital, now
about 50 per cent complete, evidence is given of what
(-alifornia is trying to do in this matter. Without
doiibt the building will lie second to none among
structures in the TTnit<'d St;ites serving the same i)vir-
pose. It will be the first building of its kind and
character to be erected and completed in the State
of California.

The nature of the insane patients to be cared for
in this building is such as to require their continued

confinement there. It is accordingly necessary to
care for and treat them within the buildings without
transferring to other buildings for treatment or other
purposes. Accordingly the building is practically a
complete unit in itself.

Careful consideration in planning the arrangement
inside the building was given as in all other insane
hospital buildings, to reduce to a minimum the pos-
sibility of patients doing bodily harm to themselves or
others. In this connection, however, the writer has
been informed by Doctor Smith that this particular
type of insane person is not altogether dangerous
while confined. In a large percentage of cases no
greater care is required than in average insane cases.
Should an escape be made, however, this type of the
insane becomes very dangerous. Accordingly only
patients of this class are to be kept in this building.
This does not mean that all these patients have at
some time committed crime, or have been convicted
of some crime, or have spent any portion of their
time in a state penitentiary. It is true that some
patients who have had anti-social records will be
housed in this building, but there will be others who
have not.

When such patients arc received at the hospital
from any source, they will be examined mentally,
physically and neurologically. They will receive a
course of hydrotherapeutic baths, be given some form
of occupation, if possible. They will be permitted
many amusements, such as books, music, games of
various kinds, as well as card games, checkers, moving
pictui-es once a week, and out-door exercise whenever
the weather permits for a period of from four to six
hours per day. They will be fed in the large dining
room and will have the use, while in-doors, of the
spacious day room.

Should any patient be found to be suffering from
any definite or specific condition, this will be treated
as required. These patients, of course, will have access
to and care from the surgery or X-ray department
should either of these measures be necessary. In
other woi-ds, they will receive the same care and
treatment, and be given the same opportunities for
recreation and occupation, as other mentally sick per-
sons in the hospital but, owing to their anti-social
proclivities, must be kept within a building from which
they can not escape.

(Continued on page 29.)

CALIFORNIA HIGHWAYS AND PUBLIC WORKS.

1.3

CALIfORNIA HIGHWAYS AND PUBLIC WORKS.

Official journal of tlie Department of Public "Works,
State of California; published for the information of
the members of the department and the citizens of
California.

Editors of newspapers and others are privileged to
use matter contained herein. Cuts will be gladly loaned
upon request.

Bert B. Meek Director

George C. Mansfield Editor

Address conimunications to California Highways and
Public Works, P. O. Box 1103, Sacramento, California.

Vol. 5 FEBRUARY-MARCH, 1928. Nos. 2-3

TOLL BO ADS AND BOND

ISSUES ABE DISCUSSED

Two pronoiinoements of policy made b.y B.
B. Meek, State Director of Public Works, at
the January meeting" of the Governor 's Coun-
cil have been widely and favorably commented
U])on by the press of the state.

The first has to do with the construction of
toll roads and toll bridges. IMr. Meek's state-
ment at the Governor's Council was made in
connection with a proposal to make a con-
tribution from the Joint Highway District
Fund to a road which would connect a county
road at one end with a toll road on the other.
]Meek declared that it was his opinion that the
time had passed for toll roads or bridges in
California, and that the state should not par-
ticipate in any road proj'ect, travel over
which was not free to the public. In this
view Governor Young concurred.

]\Ir. Meek also expressed the view that bond
issues for the construction of highway projects
intended to be built by the Division of High-
ways or for ultimate inclusion in the state
road system should be discouraged. Present
revenues derived from taxes on gasoline he
declared both to' be adequate to carry on a
sufficiently comprehensive state highway pro-
gram, and to represent about as large a sum
as the Division of Highways could spend with
proper regard to efficiency and economy in
construction.

Discussing the matter of the proposed bond
issue of $10,000,000 for the elimination of
grade crossings. Director Meek stated that a
study of all the grade crossings the construc-
tion of which is contemplated during the
present biennium is now being made with a
view of reaching a financial arrangement with
the railroads, by which a definite policy of
allocating costs between the state and the rail-
roads concerned would be agreed upon. Mr.
^leek also stated that a study was being made
to determine the extent to which grade cross-
ings could be eliminated by realignment of the
highwav to avoid track crossings.

Are People Ready To Have

Roads Routed Rightly?

Rowell Says "No';

Examiner "Yes''

Chester Rowell has the following to say in
his syndicated column :

"Will the people be willing to substitute traffic
pvcs.sure for political pres.sure as a basis for framing
road programs?" asks Governor Young. And tli(!
answer is that they certainly should, but they
probably will not. The highway comnussion of cours;*
should, and doubtless will, base its program on traffic-
pressure. But it need have no illusions that it will
not have to resist political pressure. The purpose of
roads, from the standpoint of the commission, is to
carry the people where they want to go ; but the pur-
pose, from the standpoint of the local boosters' club,
is to carry them where it wants them diverted, to
advertise the home town and patronize its merchants.
No secretary of the local boosters could hold his job
on any other terms. And no highway commission -r.
of course, is worthy of his place who will not resist
that pressure. * * * The budget, the Governor
correctly says, is an "informed, fair, and unbiased
attempt to develop the state's highway system." That
is exactly what we want — except for the road in our
own neighborhood. For that, a "fair and unbiased"
decision is the last thing local pride will permit.

San Francisco Examiner Differs,

The San Francisco Examiner takes a dif-
ferent view. Editorially that paper says :

"Will the people be willing to substitute traffic
pressure for political pressure as a basis for framing
road programs?"

Governor C. C. Young asks that question in sub-
mitting to the state the budget for .$47,169,.512 for all
highwav projects, just announced by the California
Highway Commission. Of this $15,000,000 is for
new construction.

There is no question but that the answer will be
"Yes."

For two years California "detoured" in its road-
building program. Road construction stopped, and
the state contented itself with merely patching exist-
ing highways.

With the induction of Governor Young in office a
new program of road construction was adopted. The
Governor strengthened the Highway Commission, and
he set the new commission at work on devising a
10-year program that will give California the best
system of roads in America. The Commission has not
sprung a half-ripe policy on the public. Carefully
it let the plans mature. A systematic study was made
of road and traffic conditions, with a view not merely
of constructing highways to meet present conditions,
but to build for the future.

Governor Young has the wise policy of dealing
candidly with the people of the state. Just as he
issued the first complete budget for state expendi-
tures, he now issues the first complete budget for
road construction. He will find that the public will
answer "Yes" to his question :

"Will the people be willing to substitute traffic
pressure for political pressure as a basis for framing
road programs?"

14

(ALIFORM A HIGHWAYS AXD ITBLIV WORKS.

New Highway Chiefs Are Named

1

C. H. Purcell Apjjointed State Highway Engineer; C. C. Carleton Heads
New Divisiou of Contracts and Rights of Way

ANNOUNCEMENT of the appointment
of C. H. Pureell, District Engineer of
the U. S. Bureau of Public Roads, as
State Iliplnvav Engineer, was made January
28th by li. B." :Meek, Director of the Depart-
ment of Public Works.

The announcement by Mr. Meek was made
upon his completion of six months in the office
of Public Works. During this six months Mr.
Meek has devoted his time and attention to
the intensive study of the organization and
duties of the department.

The announcement also included a state-
ment that the resignation of R. M. Morton,
as State Highway Engineer, had been
accepted. That in accordance with legislative
authorization, a Division of Contracts and
Rights of Way for the Department of Public
Works had been created with C. C. Carleton
of Los Angeles, for many years attorney for
the California Highway Commission, as its
chief : and that the proposed creation of the
Divisiou of Water Resources to include the
present Divisions of Engineering and Irriga-
tion, and that of Water Rights, had been post-
poned until further legislative sanction for
their consolidation could be secured.

C. H. Purcell, newly appointed State High-
way Engineer, is considered one of the fore-
most road engineers in the United States. He
resided for a number of years in Los Angeles,
attended Stanford University and later
graduated from the University of Nebraska.
He has had twenty-two years active experience
in civil engineering. For the past fifteen
years he has devoted himself exclusively to
highway engineering, and for the past seven
years has been connected with the U. S.
Bureau of Public Roads of Washington, D. C,
with assignment as District Engineer to the
District comprising Oregon, Washington,
Idaho and Montana, with headquarters at
Portland. Prior to his connection with the
U. S. Bureau of Public Roads, Mr. Purcell
served as bridge engineer for the Columbia
River Highway, B'ridge Engineer for the
Oregon State Highway Department, and
Princii^al Assistant State Higliway Engineer
for the same department. An offer of
appointment as State Highway Engineer of
Oregon was declined by Mr. Purcell.

Mr. Purcell's experience also includes rail-

road coustruetion and location, smelting and
])<)wer developments, both in North and South
America. He is an associate member of the
American Societv of Civil Engineers.

C. H. PURCKI.L.

]Mr. ^lorton, whom ]\Ir. Purcell will succeed,
has been State Highway Engineer for the
])ast five years. During this period, the high-
way organization has been concerned and has
successfully dealt chiefly with maintenance
problems.

Commenting upon the appointment of Mr.
Purcell and Mr. Carleton, Director Meek of
the Department of Public Works said: "Mr.
Purcell is one of the outstanding figures in
highway engineering in the United States
today. His experience both in railroad and
highway Avork will be invaluable in the new
period of location and construction activities
into which the California highway system is
now entering.

C ALIFORM A 11 HI II WAY 8 AND PUBLIC WORKS.

lij

"For six months I have been making an
intensive stndy of the Department of Public
Works both as to its organization and work.
The Department covers a very wide field of
activities of vital concern to every community
in California. 1 felt that an intimate knowl-

ship with the affairs of tlie department of
which its various divisions will be the bene-
ficiary. I am extremely pleased that we have
been able to again enlist him in the service
of the state."

C. C. Carleton.

edge of the organization and the work was
necessary before changes were contemplated
either in personnel or policy. The highway
budget announced this month has been the
occasion of much study. ]\Ir. Purcell, in my
opinion, will bring to the Department an
expert knowledge of road problems and high-
way methods that will be invaluable in the
new era of road location and road building
into which California has now entered.

"I also feel that the appointment of Mr.
Carleton as Chief of the Legal Division of
the Department of Public Works is one that
can not fail to please the people of Cali-
fornia. The duties of the Division of Con-
tracts and Rights of Way M'ill be to supervise
and coordinate the legal right of way, claims,
legislative, and other related activities of the
Department. Mr. Carleton 's long experience
with the state highway organization has made
him one of the foremost authorities of the
nation upon road contracts and highway
practices. He has an intimate acquaintance-

Redwood Grove In
Del Norte County
Saved by League

DESTRUCTION of a 20-acre tract of
redwoods near Crescent City, Cali-
fornia, has been halted and the pres-
ervation of this area as a public park has
been assured through the efforts of the Save-
the-Redwoods League in cooperation with the
supervisors of Del Norte County and the
Division of State Highways.

The grove in question, known as the Webber
Tract, is the first piece of timber land reached
on the new section of the Redwood Highway
when traveling north of Crescent City, from
which it is about four miles distant. A short
while ago it was discovered that timber opera-
tors were rapidly destroying the trees in this
tract and marring the beauty of the new high-
way. Mr. B. B. Meek, Director of the State
Department of Public Works, and Mr. Ralph
W. Bull, Chairman of the Division of
.State Highways, presented the matter to
the League, which forthwith raised the sum
of $3,000, the contribution of a member of the
League in southern California. The super-
visors of Del Norte Comity were askecl to
appropriate $2,500, which they did, thus com-
jileting the purchase price of $5,500 for the
property.

The acquisition of this property is in
accordance with the League's policy of pre-
serving, in so far as possible, the scenic beauty
of the Redwood Highway.

In the furtherance of its program the
League is urging the passage of the $6,000,000
state park bond issue to go before the voters
in Noveniber, 1928. It is hoped that by rais-
ing a fund to match dollar for dollar with a
portion of the proceeds of this state park
bond issue, the League will be able to save
additional tracts of redwoods.

THE SIX LEGGED TETRAHEDRON

(Continued from page 4.)

oablos. the construction of a temporary road into the
river bottom, and a ditch which was necessary to
deflect the river away from the construction work.
The cost of tlie protection work, including all expendi-
tures, was a little over .$7 per lineal foot.

Work was performed by a day labor crew with
Foreman Roy Stover in charge.

16

CALIFORXIA IHGHWAYS AXD ITJilJC WORKti.

Mechanical Spreading, Raking, Finishing
of Asphaltic Concrete Pavement

By C. S. Pope, Mem. Am. Soc. C. E., Construction Engineer, Division of Highways.

THE desirability of securing a machine
which Avonkl mechanically spread, rake
and finish as])haltic concrete has been
evident for many years.

Objection has been made in the past that
any machine used for spreading- and tinishing
Portland cement concrete Avould not be suit-
able for asphaltic
concrete, because
the asphaltic con-
crete -would stick to
tlie spreading- and
leveling devices if
they -were not heated
or oiled, and fur-
tlier, that such
machines were not
provided with suit-
able rakes which are
essential in asphaltic
concrete construc-
tion.

It was the belief
of the writer that
the use of an ordi-
nary spreading ma-
chine such as is used
for spreading and
kneading or tamping Portland cement con-
crete pavement would not give the results
which were desired and, therefore, it was
decided to remodel an Ord finishing ma-
chine by placing a rake in the machine in
such a position that it would satisfactorily
rake the material into longitudinal furrows.
It was thought extremely important that the
furrows should be longitudinal, since the
material would then be raked in such a man-
ner that if there was any incipient deforma-
tion, it will be through the formation of
longitudinal ruts of slight elevation rather
than through the formation of transverse
Avaves which are the curse of pavements of
this type.

The machine described herein was placed
on a contract for asphaltic concrete surfacing,
some eight miles in length in Kern County,
California, near the town of Delano. Its
success was almost immediately evident and
led, not only to the purchase of the machine by
the contractor but also to the purchase of a
similar machine for an adjoining contract of
similar length.

C. S. Pope.

DESCRIPTION

The machine consists essentially of a motor-
driven steel framework running on flanged
wheels resting on the side forms.

A spreading blade which is adjustable for
height spans the width of the pavement at
the front end of the machine.

Back of this blade, the raking teeth which
are inclined to lift the mixture are arranged
in rows attached to shafts or channels in such

View showing ralves of new macliine.

a manner that they may be lifted or given any
desired inclination.

So far, the work indicates that two rows of
teeth spaced six-inch centers are sufficient.

Such an arrangement forms the furrows
three inches on centers and gives a sufficient
loosening and distributing action.

Back of the raking teeth is a second strike-
off and finishing plate also spanning the full
width of the pavement.

Both strike-off plates are set vertical and
have a sidewise motion which shears the
material and permits the machine to advance
with the use of a minimum of power. While
the present rakes do not vibrate, it is planned
that they shall be arranged to do so in sub-
sequent machines.

The hand wheels, by means of which the
strike-off blades are adjusted to the proper
elevation, are shown in plate D.

The raking apparatus was, therefore, so
arranged that the furrows should be made
longitudinally and . practically straight.
Should a slight waviness of the furrows
occur, due to the necessity of vibrating the
teeth, it will probably not be found detri-
mental. The use of teeth is believed essential
to secure uniform texture in the mixture upon

the road.

In the practice it was found that in cases where
the mixture was piled up in front of the screeds or
strike-oft' blades to a greater extent near one end than

r l/,//'OA'.\/ 1 IIICHWAYH AND PUBLIC WOh'KS.

17

.It the other, without the use of the rakes, certain
areas showed that an increased weight of material had
been accumulated by being packed down under the
weisht of the first screed and the second screed by
nuu'ely continuing the process gave a pavement, while
it had a smooth surface, was really of nonuniform
density in dilTerent parts of the cross-section. The
use of the rake broke up this condition and allowed
the second screed to spread the material nu)re uni-
formly than if the rakes were not used.

The use of the raking and finishing machine will,
it is l)elieved, accomplish several objects. One of
tliese is tluit it removes the unevenuess of surface which
causes of shock and therefore deformation of the
Iiavement, and the other is that it gives a proper
distribution of material over the whole surface so that
there is no possibility of any accumulation of material
in any one area which would have a density different
from that of the rest of the pavement, which would
lead to an uneven cross-section or a high place in the
surface.

PAVING OPERATION

The most efficient method of operation in the widen-
ing and surfacing of an old pavement is as follows :

The shoulder widening is first spread to the level
of the old paving and rolled. The old concrete base
is painted with a coat of emulsified asphalt which
provides a tack coat for the leveling course.

The machine at work.

The header boards or side forms which are of wood
three inches in width are set to the grade of the
leveling course or base.

The asphaltic concrete mixture is hauled to the
work in S^-ton, pneumatic-tired trucks and is spread
by means of small spreader boxes for the shoulder
widening and by large boxes about nine feet in width
for the leveling course or base.

The spreader boxes distribute the hot mix in excel-
lent position for subsequent work.

The mechanical finisher is then set to work spread-
ing, raking and finishing the leveling course and is
immediately followed by the rollers necessary to com-
press the asphaltic concrete.

After the leveling course has progressed a sufficient
distance, the mechanical finisher is returned to the
location of the surface already spread and the spread-
ing of the surface is begun.

In order to secure the thickness required for the
surface course a wood strip 1^ or 2 inches in thick-
ness is nailed on the base of leveling course side form
and to secure the necessary extra height of surface
required to compensate for the compression of the
asphaltic concrete surface given by the rollers, steel

STOCK SALT IS USED

TO MELT ICE SURFACE

ON MOUNTAIN HIGHWAY

On the Pacific Highway in the vicinity of
Weed, difficulties are encountered by the freez-
ing of snow and the formation of ice on the
concrete pavement. This is particularly true on
curves, especially where occurring on maximum
grades.

This condition, in part, is overcome, in so far
as slipperiness is concerned, and the road ren-
dered reasonably safe for travel, by a thorough
sanding of the surface. Under this method there
is a tendency to build up the ice sheet and pro-
long the hazard to the public, as well as
materially increasing maintenance costs, due to
purchase of materials and their daily applica-
tion. In an endeavor to overcome delay, to
reduce costs, and render better service to the
public, various substances and methods have
been tried in the past on the ice sheets. The
results indicate that the application of approxi-
mately fifty pounds of stock salt to 400 lineal
feet of 18-foot pavement, evenly broadcast by
hand, will so decompose an ice sheet two to three
inches in thickness, that in the course of four to
five hours it can be removed by meeans of a
towing grader powered by a 30-h.p. tractor.

The use of salt is not advanced as a cure-all
for ice conditions, its use, however, is justified
at times, especially when melting is delayed, or
where grades or curvature make it imperative
to remedy the condition at once, and where
sanding is either not economical or ineffective.
For the treatment of the block ice or thin glaze,
sanding by means of hand shoveling or spreader
trucks is the most effective.

plates § inch in thickness by 3- inches in width are
temporarily nailed to the top of the header strips.
These plates are removed just in front of the rolling.

After the first passage of the rollers over the "sur-
face, the finish coat or void filling coat consisting of
fine broken stone or gravel coated with asphaltic
cement is drifted onto the surface and immediately
rolled into the pavement. The result is a smooth,
uniform, nonskid surface.

The spreading, raking and finishing machine oper-
ates at a speed of about 2.50 feet per hour and will
easily spread 400 tons of hot mixture per day, on a
20-foot width of roadway.

ADVANTAGES

The advantages obtained by the u.se of this machine
consists of

(a) Economy of material;

(b) Decrease in hand labor;

(c) Increase in smoothness of paving.

In ordinary hand-raked work even with careful
supervision, there is a loss or excess of material used,
due to uneven spreading of base or surface. The
cross-section of the finished pavement may vary con-
siderably from the established cross-section and yet
not be apparent to the eye. Also, there may be a
uniform thickening of surface which is not observable
even though the cross-section be correct. With the
use of these machines, this extra material is very
largely saved and its amount is estimated by engineers
in the field at from 3 to 10 per cent of the material
used for surfacing.

18

CA LI FORMA IIJ(1HWA1\S AXD I'llilAC WORKl^i.

Highway Finance Puts on Long Pants

Deputy Director of Department Tells Meaiiiiig of Boacl Budget

By CORNIXG De S'auleSj Deputy Director, Depiu'tment of rublic "Works.

THE ADVENT of the three-cent gasoline
tax as the means of providing funds for
state higlnvay purposes happily coin-
cides witli the advent of complete and etfective
l)udgetary control of the state's finances
inaugurated by Governor Young's budget to
tlie legislature for the current biennium.

The principles of
budgetary finance
are much more ef-
fectively applicable
to tlie continuous
flow of income prom-
ised by the three-
e e n t gasoline tax
than to the former
definite blocks of
funds provided by
periodic bond issues.

WHAT THE BUDGET
MEANS

A d m i n i s t r a-
tive control of these
current fun d s,
through the medium
of a budget, means
til at it will be pos-
sible to formulate
plans covering a
longer perior of time
and according to determined state highway
needs with assur-ance of their comjiletion.
By the budgeting of funds in accordance with
such ])laiis. tlie public may be assured that
allotments for s])ecific maintenance, construc-
tion and reconstruction projects may no
longer be switched or diverted to other pur-
poses in response to the pressure of localized
ideas or influences.

It means that it may no longer be that the
fastest fellow to the state treasury is the first
to get completed roads. And that the day of
the so-called political road is along with
yesterday in the past.

EASIER TO CHANGE THAN TO CONVERT

It would be strange if such a radical change
from the preexisting order of things did not
elicit some opposition in quarters where the
logical restrictions of any effective plan of

Corning De Saules.

financial control would be considered irksome.
To these ' ' Cant-be-doners ' ' we have neither
a message nor an appeal. It is easier to
replace than to convert them.

The state highway budget for the current
biennium aggregates $47,411,012. Each dol-
lar of this sum is allocated to a definite proj-
ect, purpose or function.

FIELD PROCEDURE UNCHANGED

The administration of the budget is, pri-
marily, a headquarters function. There wall
be but little if any change of procedure in
the field. The system of w^ork orders and
accounts recently devised and installed is
designed to furnish the information and data
necessary to the successful operation of a
budget. It is expected, however, and required
that district engineers will be always mindful
of their responsibility for the holding of
expenditures Avithin the limitations set by
a])proved work orders.

"work order" ORDERS

Because it will always be possible to obtain
supplemental work orders in the event of
actual and obvious need, it will never be neces-
sary or permissible for expenditures to accrue
in excess of approved work orders. The appli-
cation of an unexpended balance of one work
order to an overexpenditure of another will
no longer under any circumstance be counte-
nanced.

While the administration of the budget is
essentially a headquarters task it, obviously,
can be made difficult or easy in proportion
to the measure of willing cooperation that
comes from the staff in the field. It is to these
"Builders of California" that we would con-
vey an idea of the privilege that is theirs to
have an active part in demonstrating the wis-
dom and advantage of the new and enlight-
ened order of things pertaining to the cora-
])letion and maintenance of the state high-
ways.

The task is of sufficient magnitude and
im])ortance to test the mettle of all whose
imagination is sufficiently alert to visualize
tlie opportunity that is here and ours to dis-
card for all time our former financial swad-
dling clothes for the long pants of modern
maturitv.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS.

19

Surveying in the Kings River Canyon

A reconnaisance sur-
vey is in progress in the
Kings River Canyon.
Picture on the upper
left shows the rugged
nature of the country
through which the sur-
vey is being made. Be-
low, the view of mem-
bers of the party roped
together in the bed of
the stream. The picture
on the right shows the
heavy maintenance that
the survey requires.

THE PASSING OF

" PASSING-THE-BUCK "

(Continued from page 6.)
UNDERLYING PRINCIPLES

Here is the war that Mr. Heron tells the
story of a chauge in State government reor-
ganization and practices which he declares
will in time be recognized as of epochal im-
portance to the people of this state :

"The principle underlying the reorganiza-
tion was that all agencies having similar func-
tions to perform should be grouped into one
department under a responsible head. The
importance of this will be realized when it
is stated, for instance, that previous to the
coordination of the various state departments
no less than five individual agencies were
dealing with the relations of employer and
employee, with a resultant overlapping and
duplication of activity to the great annoy-
ance of both employer and employee, and to
the general disturbance of business. All
these agencies today constitute one single
Department of IndiLstrial Relations, under a
director who is responsible to the general
manager of public business affairs, the Gov-
ernor of the state.

"The second principle underlying the reor-
ganization of 1927 was that of bringing

together the responsible heads of these execu-
tive departments. They in effect constitute
a board of directors for the state. The
Council meets with the Governor at least once
every month to report for their respective
departments, both as regards the policies and
the problems of these departments, and to
return to their work, each charged with the
responsibility of securing results for the
people of the state.

"For the first time in America, a state has
a responsible board of executive directors,
who meet monthly with the general manager
of that great corporation which they repre-
sent, namely — the State of California. To
this meeting, the stockholders and customers
of that corporation are always welcome. The
door of the chamber, where the meetings of
the Governor's Council are held, is wide open.
There are no star chamber sessions or secret
discussions."

THE PEOPLE APPLAUD

Mr. Heron is right.

The Governor's Council has made buck-
passing exceedingly difficult in the conduct
of California's affairs.

And the people are already applauding;
although as yet they may but vaguely under-
stand the significance of the great change that
has taken place in Sacramento.

20

CALIFOIiXfA HIGHWAYS AND PUBLIC WORKS.

Tlie new bridge and the old fei'ry.

Huge Steel Bridge Replaces Cable

Ferry Over the Colorado River

As THIS issue of California Highways
AND Public Works is going to press a
neAV interstate highway connection is
being completed in the form of a massive steel
bridge across the Colorado River connecting
the town of Blytlie, California, with Arizona
and replacing the cable ferry which has been
in operation at this location for years.
Although the new bridge is not, in reality, a
portion of the California state highway
system, it is an extension to Route 64 which
terminates at Blytlie. It is a Riverside County
toll bridge project.

THIRD COLORADO CROSSING

This new bridge is the third crossing to be
built over the 250-mile portion of the lower
Colorado River forming the boundary between
the states of California and Arizona, the two
other bridges being at Yuma and at Topoc
near Needles. Through its uncertainty of
action during flood seasons, the river has been
a formidable barrier to interstate travel
requiring extensive construction work to
bridge it. The cable ferries propelled by the
current have had their time at each of the
three main crossings but were uncertain and
dangerous. With the increase of travel, they
have given way to huge steel structures.

TELLS OP DEVELOPMENT

Mr. T. Mahncke, Secretary of the Palo
Verde Valley Chamber of Commerce, who has
courteously furnished the accompanying
photographs writes as follows :

"The opening of the Blythe-Ehrenbei-g bridge about
March 1st of this year marks the completion of
another development that is of vast importance to the
traveling public, and means the adequate improve-
ment of the Sunkist Trail in both California and
Arizona.

"The necessity of developing this short route
between Los Angeles, California, and Phoenix, Ari-
zona, has been recognized by economists and engineer.s
for many years. The lack of engineering obstacles
and low cost of future maintenance is what is prompt-
ing the activity on this short all-year route to Phoenix
and the east.

OLD MINING TOWN

"In the early days, when the Butterfield stages
crossed the continent, this route was in use to carry
passengers, mails and expressage. Crossing the
Colorado River near Blythe was made by ferry at
the historic Arizona town of Ehrenberg, which about
the year 1870 was a flourishing mining town of 5000
people. Ehrenberg was also at one time the county

seat of Yuma County and fate now decrees that
the approach to this new bridge pass through the
adobe ruins of what once was used as the county
courthouse.

"The advent of the automobile has changed the
old stage route of 18G8 from a rough trail to a
modern highway. The new bridge now replaces the
cable and power ferries whose pi-ogress was often
interfered with by torrential freshets and shifting
sand bars."

DESCRIPTION OP BRIDGE

The new bridge has five steel truss spans
each 190 feet long, a total length of 950 feet.
The roadway width is 20 feet and the height

(Continued on page 26.)

CALIFORXrA HIGHWAYS AAf) PUBLIC WOIIK,'^.

21

Prehistoric Civilization

Along the Lower Colorado

By E. Q. Sullivan, District Engineer, California Highway Commission.

TlIP] Coloratio River is now reached by
three California liighways all under
state maintenance by the Division of
Hio'liways — the Yuma, Blytlie and Needles
routes. It may be of interest to cite evi-
dences of migration of prehistoric people
along the river.

Along the lower
basin of this great
river as far north as
Toi)oc near Needles,
certain markings
have been found indi-
cating that this
region was once well
known to the pre-
historic races of Ari-
zona and New Mexico
who attained civiliza-
tion far above that
of a n y American
Indian. Near Topoc
is an area of approxi-
mately sixty acres
known to us as the
"Mystic maze." It
is situated on the
edge of the mesa
overlooking the river.
The loose rocks which
once covered this
area appear to have
been raked into paral-
lel rows about four feet apart, the direction
of the rows varying in different portions of
the area. The effect to the eye is similar to
that of a California grape vineyard carefully
laid out in rows for irrigating and cultivation.

Huge iiHturdl Indian liead overlooking the Salton
Sea. The ancient beach line can be seen on the
rocks above and to the left indicating that the
head was once below the surface of the inland
sea.

The real occasion for the diligence and
effort expended in arranging these rock
ridges in straight and regular rows^appears
not to be known. It is believed by some, how-
ever, that this area was the scene of religious
ceremonies.

The Topoc-Needles country appears to have
been the northern
limit of the migra-
tions of these pre-
historic people along
the Colorado and it is
gratifying and pic-
turesque at least to
think of these people
holding annual meet-
ings say in the sum-
mer time and pacing
back and forth within
the parallel lanes
singing or chanting
in rhythm with their
antics. It is not un-
likely that the river
itself had a place
among the religious
beliefs. Its periodical
rising, overflowing
and receding through
climatic changes in
the great and remote
upper basin could
easilv have been con-

Mystic maze near Topoc which is believed to have
been the scene of prehistoric religious ceremonies.

Indian markings on rock.

(Continued on page 29.)

CALIFORXfA HIGHWAYS AND PUBLIC WORKS.

The January Traffic Count

On January 15th and 16th, a traffic count was Jn the eoimt, Vehicles are segreg-ated in

taken at various stations on the California Highway hoiirl.y periods, Under the following classifica-

System under the direction of T. H. Dennis, Acting fions : passenger cars, light trUcks (loaded and

Maintenance Engineer. In this article Mr. Dennis empty), heavy trUCks (loaded and empty),

summarizes the result of the count. The count for horse-drawn Vehicles, trailers, busses, and for-

particular stations will be found from pages 32 to eign cars; that is, cars registered outside the

35, inclusive. statC.

As a matter of interest, certain salient

In March, 1909, when California's legisla- points have been selected on the various routes

ture enacted the "State Highways Act" ^^^ ^^^^ purpose of comparing counts taken

there were some 28,600 vehicles registered ^^is year on January 15 and 16 with those

within tlie state. Todav, nineteen vears later, Milken m 1927 over a similar period,
our motor vehicle registration has reached the The present census, based on the locations

astounding total of 1,736,765, an increase of enumerated, show the following increases :
approximately 6100 per cent, or, expressed as For For

a ratio in terms of population, where in 1909 Sunday Monday

there was one car to every 83 people, there is ^ZJ^Z:!::!. inhl "il^'oasTrot^i::::::::: III iS

now one car to every 2^. interstate connection routes 28% 20%

-r . i>ji-'"iii- 1. Recreational routes 51% 23%

Jn view ot this remarkable increase, obvi-
ously some assumption as to what the point of Qain or loss in count for stations shown

vehicle saturation will be and when reached, expressed as a percentage of similar count

is necessary for any logical road planning, taken in 1927 :

If we assume the point of saturation to be Sunday Monday

where there is one vehicle for every 1^ per- ^^to' ^% ^% ^% X

sons, that time can be predicted with reason- l. San Francisco to Oregon Une 6 6

able accuracy, as there is a very definite rela- | sacramenttto oreS Hne^VMa".■ys^lfle ^6 lo

tion between the rising trends of population ^- Sacramento to Los Angeles (Valley Rt.) 11 7

, 1-1 -jj- mil 5- Stockton to Santa Cruz via Oakland 21 5

and motor vehicle registration. The deter- u. Sacramento to woodland junction 13 9

mination of where and to what extent this ^: SS t!:"Si^ ^^rNapai:::::::: 3^ 1? "

increase in traffic will afifect our highways can 9. San Fernando to San Bernardino _ : 3

,., . , T . 1 1 • 1 • , T 10- San Lucas to Sequoia National Park lo 1

likewise be predicted, as vehicles are registered *11. Sacramento to Rlverton via PlacervlIIe- 30 3

by counties, and it is reasonable to assume ]^^ §2,!;'^ smunl ^'!--!::::::::::::: 50 ^^ 14 '^

present traffic at and between points where i-*- An^ny to Martinez — — — 42 4

f -v^ . J T -11 n , 1 , ■ I'J- Route 1 near Calpella to Grass Valley.. 29 17

tratnc is now counted will reflect that increase. m. nopiand to i,akeport 40 34

The necessity of determining this traffic \l: M^'to^Ei'^'porrai^'-*!::::::::::::: 2I 2

became apparent in 1920, as naturally the ly. Route 9 west of ciaremont to iiiverside 20 33

' ^ ^ . ' '' 20 ReddiU" to Route 1 near Areata 32 12

heaviest traffic would dictate not only main- 21'. Route 3 near Rlcluale to Qulncyl 23 2

tenance expenditures, but the widening and ^^- ^'"^JT^::^^!"^^^^.!!^: 40 7

thickening of pavement surfaces as well. 23. Saugus to Bisiiop — — 24 14

mi -irwo X :■ 1 J 1 J .1 J ,• 1 *24. Route 4 near Lodi to Valley. Springs.. 159 11

ihe 103 stations selected at that time have 25. Nevada city to Downieviiie 78 59

gradually been increased until at present traf- f/ |l\.St"Yuma'^!_^!'!^!!::::::::: 13 " 25

fie is being counted biyearly at some 836 28. Redding to Nevada line via Alturas 4 3

. ,. T ^ ^ 29. Red Bluff to Nevada line via Susanville. 1 li

stations. In consequence, a measure ot the 31. San Bernardino to Jean 27 21

usefulness of California's highways to its peo- i; ^^ t ^ Ssm^\o%^o'^^ 'a 'l

pie, in terms of vehicle miles use, together 34. Route 4 near Amo to Pine Grove 4G 14

■* .^' ^, •., P .,,•<. j^ ■ ° *37. Auburn to Colfax 113 97

Wlth the necessity for their future improve- 43. San Bernardino to Big Bear Lake 9 137

ment to meet traffic needs, is readily obtain- 4I; Kf ,0' ttcoV'^^^^^^^^^^ 78 22 ^^

able for any particular stretch of state high- 48. McDonalds to wendiing 31 9

"^ ^ ^^ 49. Calistoga to Lower Lake 109 43

way. .jl. Santa Rosa to Scliellville 17 tj

Consecutive counts are taken over two-day jl Fldrtidd^'oTidrilllllllllllllllll ^15 ^'^ 12

periods biyearly, between the hours of 6 a.m. s^- S"" Pr''''cisco to spHng vaficv dam 70 23

^ ^ r^ oil T-n/TT 57- Santa Maria to Bodflsli via Bakersfleld. 9 14.5

and 10 p.m. bundays and Mondays are 58. Mojave to Topoc 91 63

usually selected as typifying the daily varia- ^, ^eec^!.\"!^'T!!!."!::::::: 98 '' 42 ''

tion, the seasonal being obtained by taking the f.^- Auburn to sonora 55 2

' -, . , . -," , • T p T ^8. San Francisco to Burlingame 21 3

counts during the mid-month periods OI JanU- 71. crescent city to Oregon line » 6

ary and J Uiy. *Snow frolics occasion of high count.

(Continued on page 32.)

CALlFOIiXIA HJainVAYS AAI) PUHLIC WORKS.

H. J. Brunnier.

New President of

Northern Club Sees
Bright 1928 Outlook

H. J. lirunnier, Sail Francisco eonsiiltiii<;'
structural enjiiucer, is the new i)resi{lent of
tlie California State Automobile Association.

His selection to lead-
ership of the 76,000
motorists of North-
ern a n d Central
California members
:>f the northern clubs
was made by the
Association's Board
of Directors at the
first meeting of
1928.

Other officers of
the Automobile As-
sociation elected for
1928 by the Board
of Directors are: R.
I. Bentley of San
Francisco, president
of t h e California
P a c k i n g Corpor-
a t i 0 n, first vice
president ; D. H. Lafferty of Santa Rosa,
mortician and civic leader, second vice presi-
dent ; E. B. DeGolia of San Francisco, vice
president of Marsh & ]\IcLennan, third vice
president ; George S. Forderer of San Fran-
cisco, president of the Forderer Cornice
Works, treasurer. D. E. Watkins was again
named secretary and general manager of the
Association.

The new president of the Automobile As-
sociation has been a member of its Board of
Directors for the past eight years. For the
past seven years he has been continuously
chairman of the Association 's Highways Com-
mittee and in that capacity has directed the
destinies of the organization's Highway
Bureau. He has also been a member of the
organization's executive and finance com-
mittees and has been a vice president of the
As.sociation for the past four years. Presi-
dent Brunnier succeeds Burton A. Towne of
Lodi, who retires from the Association presi-
dency after two successive terms.

Clear course ahead is the outlook for Cali-
fornia motordom along the broad highway
of 1928 is the statement made by Mr. Brun-
nier upon assuming office. Mr. Brunnier cited
a few of the factors that promise to make
1928 a record year for motordom. He point-
ed out that the $47,000,000 two-year program

TIMELY AUTO ACCIDENT

PROPERLY "STAGED "

PROVES ROAD ARGUMENT

(From the Martinez Oazette.)

Crockett, Jan. 28 — While Bert Meek, Director
of the Bureau of Public Works, and State High-
way Commissioner Fred S. Moody, with
engineers of the Highway Department, were in-
specting the dangerous intersection near the
high school here, a passing auto stage was nearly
wrecked in avoiding collision with another car
at the blind right angle corner.

"That looks like a 'put up job,' " Meek laugh-
ingly remarked to Supervisor Oscar Olsson and
County Engineer Ralph R. Arnold, who were
endeavoring to impress on the state officials the
necessity for safeguarding the dangerous inter-
section.

of highway construction just launched by
California returns this state to its premier
position as the road-building state of the
TTnion.

New York Holds Hot
Dog Stand Beauty
Contest; 700 Stands
Enter Competition

(Associated Press Dispatch.)

NEW YORK, Jan. 20.— Add to the list of
outmoded American institutions the hot dog
stand, wdtli its thick odor of onions and frying
wieners, its greasy counter and its jar of
encrusted mustard.

It is to be replaced, if Mrs. John D. Rocke-
feller, Jr., and the American Civic Associa-
tion have their way, by the wayside refresh-
ment parlor.

In the first national beauty contest for these
roadside rendezvous of hungry motorists, a
tiny white hut nestling beside the highway
near Plainfield, N. J., has been selected as the
best example of a wayside refreshment stand
which gratifies the eye as well as the purse
and the palate. The Art Center of New York
conducted the contest.

Seven hundred proprietors of wayside
stands submitted photographs and designs of
their places of business to the Art Center in
the competition of comeliness for which Mrs.
Rockefeller offered $1,000 in prizes.

The Plainfield refreshment stand which won
first place is Pinkie's Pantry, owned and run
by Mrs. Laura M. Bamman. Built in colonial
design under an old apple tree beside the
concrete road, it was adjudged the best of the

(Continued on page 27.)

24

CALIFORNIA HIGHWAYS AND PUBLIC WORKS.

Feather River Lateral Route Decision

RECOMMENDATION that the North
Pork of the Feather River be selected
for tlie location of the state highway
betAveen Oroville and Quincy, with a proposed
future extension of the road east to establish
nn interstate connection at the Nevada line
was made February 17th to the members of
the California Highway Commission by B.
B. ]\Ieek, Director of the State Department
of Public Works, and was officially adopted
by vote of the Commission.

This road is expected, because of its free-
dom from snow, to become the major artery
for winter travel into northern California.

i\Ir. INIeek's recommendation that the North
Fork routing be officially selected was based
ujion two premises :

1. An opinion by Attorney General Webb,
concurred in by C. C. Carleton, Attorney for
tlie Department of Public Works, that the
State Highway Commission is obligated
to the North Fork routing by the constitu-
tional amendment of 1919. This was the act
in wliich $40,000,000 of state highway bonds
was voted. The road in question was included
in that issue under the designation "The
Feather River Route from Oroville to
Quincy."

2. Reports by engineers of the Division of
Highways that the North Fork M'ould serve
travel better than other suggested locations.
The travel that would be more adequately
served by a North Fork highway than by
other proposed roads are classified as follows :
recreational and commercial travel originat-
ing in California; travel between California
and eastern Oregon, southern Idaho and
northwestern Utah ; tourist travel originating
in tlie East and principally seeking recrea-
tional attractions.

The opinions of Attorney General Webb
and Attorney C. C. Carleton that the consti-
tutional amendment of 1919 obligated the
State Highway Commission to the North Fork
route was without proviso or qualification.
The oj^inions held that all discretion in the
matter liad been withdrawn from the Com-
mission by that act. Webb held that the act
of 1919 substituted a definite North Fork
routing for the provision of previous bond
acts under which the construction of the
Oroville-Quincy lateral had been authorized
as a county seat connection. The present

legal obligation to choose the North Fork
route. Attorney General Webb declared, could
not be avoided by reason of any ambiguit}^
or vagueness in the description of the road as
given in the $40,000,000 bond act. The intent
of the act, he ruled, was capable of such easy
and exact determination that there could be
no uncertainty in the matter. This is the
first time tlie Attorney General's formal
opinion has been requested by highway
officials.

Engineering reports relative to the routing
centered about construction costs, mileage
differences and the probable traffic use of the
different routes proposed for suggested loca-
tions for this highway. Traffic, however,
became the determining factor in the final
recommendation of the Director. The con-
clusions as to traffic use were largely based
upon studies as to points from which travel
using the road would probably originate, and
the probable destination of such traffic.

Engineering studies included the canyon of
the Nortli Fork of the Feather River ; canyon
of the Middle Fork of the same stream ; and
the so-called Ridge route, along which the
present road between Oroville and Quincy
is now situated, all of these routes being in
the Feather River drainage area. The studies
eliminated the latter route at an early stage
and centered around the comparative advant-
ages of the North Fork and Middle Fork.

Reports of the engineers assigned to these
investigations showed that a road along the
Middle Fork of the Feather River would be
24.6 miles less than the North Fork as between
Oroville and the Nevada line, and 7.7 miles
less between Oroville and Quincy. The fol-
lowing are the distances :

Oroville to the Nevada line : via the Middle
Fork, 124.25 miles ; via the North Fork, 148.85
miles.

Oroville to Quincy : via the IMiddle Fork,
73.3 miles; via the North Fork, 81 miles.

Cost estimates were given as follows : Oro-
ville to Quincv via the Middle Fork, $6,359,-
880; via the North Pork, $7,665,407.

The rejiorts indicated that the presence of
and cost of removing snow was not a serious
problem on either location.

Against the lesser distance and lower con-
struction cost of the Middle Fork, engineers
reported that the North Fork offered a traffic

CAIJFOJx'N/A HIGHWAYS AND PUBLIC WORKS.

advaiitajic tliat the Middle Fork did not
])Osse.ss.

A North Fork hig-lnvay, the r('[)orts state,
will serve recreational and commercial travel
originating in California mnch better than a
i-oad along the Middle Fork. The chief
recreational areas of the Feather River dis-
trict, its larger industries and its principal
settlements are situated, so the engineers
rei:>ort, to the north of the North Fork, and
tributary to that stream rather than to the
Middle Fork. It was predicted that this
travel would constitute the bulk of traffic
using the highway.

The North Fork was also declared to offer a
shorter route between points in California and
northern Nevada, southern Oregon and north-
western Utah than that of the ]\Iiddle Fork.

The same reports held that transcontinental
travel using the highway would be chiefly that
of tourists to whom increased recreational
attractions would be of greater importance
than decreased road mileage.

It was the opinion that the advantages that
the North Fork would afford to travel out-
weighed the advantage of lesser cost and lower
mileage offered by the ]\Iiddle Fork. Accord-
ingly, ]Mr. Meek's recommendation was based
both upon the traffic merit of the North Fork
and the opinion of Attorney General Webb
that the selection of the North Fork was
obligatory upon the Highway Commission.

]\Ir. ]Meek's recommendation contemplates
the construction, largely by convict labor, of
a road with a minimum width of 20 feet, and
Avith a minimum curve radius of 100 feet.
Immediately upon the adoption of the route
by the Highway Commission, engineers will
begin final surveys and arrangements will be
made for the installation of two convict camps
upon the road. Pending completion of the
road, the present Oroville-Quincy road will be
maintained by state forces.

Announcement was also made that the
new highway does not contemplate the utiliza-
tion of the road built in the North Fork
Canyon by combined efforts and joint funds
of the Great Western Power Company and
Butte and Plumas counties. The poor align-
ment of this road and its steep and adverse
grades would require, to make it safe for
trafiftc, an outlay of expenditure not war-
ranted in the opinion of the engineers on a
road later to be entirely abandoned. It is
also stated that the location of this road is
close to high power lines of the Great Western
Power Company, and that its proximity to
and location above the Western Pacific tracks
offers building difficulties that make it inad-
visable to attempt its use.

In general the new road will leave Oroville
and proceed directly up the main Feather
River and the North Fork to the West Branch
of the North Fork. It will leave the North
Fork there, cross over the top of Big Bend
and descend into the North Fork again at a
l)oint near Pulga. From there on it will cross
and recross the North Fork to secure a loca-
tion on opposite bank of the river to that
occupied by the Western Pacific. It \vill
leave the North Fork at Howell's and proceed
by the East Branch of the North Fork to
Paxton. From there the route generally fol-
lows Indian Creek and Spanish Creek to
Quincy.

The road will follow the river closely in
order to afford travel opportunity of enjoy-
ing the beauty of the stream, and to make
possible the maximum recreational develop-
ment of the river.

The detailed routing is as follows : The high-
way will begin at the easterly limits of Oro-
ville, traversing rolling foothills to the north-
east for about five miles to the entrance of
the Feather River canj^on. It will cross both
the Western Pacific tracks and the river at
this point with one bridge. It will then follow
the north bank of the river to the junction
of the North Fork and Middle Fork, and
thence along the west side of the North Fork
to the mouth of the West Branch of the
North Fork.

Continuing, the route follows the West
Branch for half a mile, and then crosses Big-^
Bend to Jarboe Gap, the elevation of which
is 2400 feet. From there it again descends
into the canyon of the North Fork to a point
near Pulga, crossing both the railroad and the
river at this place, and taking the opposite
side of the river to that occupied by the
Western Pacific. This bank of the river is
followed to Tobin, where the river is again
bridged to avoid the railroad, which at that
point also crosses the stream. The road fol-
lows the north bank of the river to the junc-
tion of the North Fork and the East Branch
of the North Fork at Howell's. Another
crossing is made here. The East Branch is
then followed to the junction of Indian Creek
and Spanish Creek at Paxton. Thence the
road follows Spanish Creek to Keddie. About
a mile below Keddie the road leaves Spanish
Creek and proceeds southerly over a low
divide. Spanish Creek is again crossed just
before the road enters Quincy.

Figures just compiled by the Department of Com-
merce show that the cost of travel by airplane per
mile is 31.28 cents. Post OflSce Department figures
during 1026 show that the average cost per mile,
for carrying the mail, was $1,087.

26

CALIFORXIA HIGHWAYS AND PUBLIC WORKS.

COMMUXICATIOXS

Motor VeJiicle Department Helps

January 18, 1928.
]\Ir. F. (t. Snook. Chief.
Division of Motor N'cliiclcs,
Sacramento, California.

Dear Sir:

I wish to express our appreciation of the efforts of
your forces in advising of pavement defects and
dangerous conditions along the highway.

While the cooperation extended has been uniformly
excellent and very beneficial, our Foreman Lauritzen
in Sonoma County feels that your man in that dis-
trict. Mr. E. Roberts, is particularly deserving of
mention. I quote herewith comment of Foreman
Lauritzen.

"During the past few years the traffic ofiicers
in this section have cooperated with us in every
way. They have been exceptionally prompt in
reporting breaks in the pavement, slides and
other dangerous conditions.

I especially wish to mention Mr. E. Roberts
as one who seems to take considerable interest
in the upkeep of the roads. While off duty in
the evenings he has carried lanterns in his car,
so in case of any mishap he could immediately
warn the public. On his days off duty he has
regulated trafiic for us while we were painting
traffic stripes, phoned to us on nights when there
was a possibility of any danger, removed
obstacles from the traveled way, and in numer-
ous other ways showed his courtesy and efficiency
as a traffic ofiicer."

Yours very truly,

T. II. Dennis,
Acting Maintenance Engineer.

Bay Shore Commendation

San Francisco, January 27, 1928.
Califoiiiia State Highway Commission,
State liuilding, San Francisco.

(jJentlemen : Tendering to your honorable body the
compliments of this holiday season, the Down Town
Association takes the opportunity to express its
appreciation of the excellent service you have done
in promoting the development of California's state
highway system, esi)ecially in the bay district and
more especially on the San Francisco peninsula.

As a steadfast advocate of a second main highway
from San Francisco to San .To.se this Association
realizes your intelligent understanding of the urgent
need of such an outlet and your prompt action toward
extending the Bay Shore road. This feeling is intensi-
fied by knowledge of the many projects in all other
parts of the state which are pressed upon your atten-
tion and demand your careful study.

With good rea.son for trusting that during 1928
there will be no cessation of the energy you have dis-
played in responding to the !ii)i)eal of the peninsula
communities for additional facilities to relieve their
over-growing volume of highway traflSc, we are

Very truly yours.

Constant J. Auger,

President.
T. P. Andrews,
Chairman Highways Committee.

WORLD RIDES PAST

EL CAJON'S DOOR

IN ITS MOTOR CARS

(From the El Cajon Valley News, January 20, 1928.

The State Highway Commission of California
requires its employees to report about twice a
year as to the number and variety of cars being
used on the system throughout the state, and
last Sunday and Monday, J. D. Reeve, who has
charge of the maintenance station east of Bos-
tonia, performed that duty, assisted by the
employees of the station.

The observation took place on the state high-
way west of El Cajon and travel was checked
from 6 a.m. until 10 p.m., vehicles of all kinds
passing both ways being noted.

During that time Sunday, 5249 vehicles
passed, only one being horse drawn. All the
others were propelled by gasoline power.

Of the total Sunday, 266 cars bore license
plates from other states and countries than Cali-
fornia. Baja California was represented by four,
British Columbia by 2, and the District of Col-
umbia, Hawaii and New Zealand by one each.

Of the 48 states in the Union, 41 were repre-
sented in the procession.

On Monday, 3350 vehicles passed and only two
of them were horse drawn. The proportion of
trucks to pleasure cars was somewhat larger
than on Sunday and of the total 115 bore license
plates from other states and countries.

STEEL BRIDGE REPLACES CABLE

FERRY OVER COLORADO RIVER

(Continued from page 20.)

of the floor above high water is 30 feet.

It will be of interest to note that a straight
line drawn across the map between the cities
of Los Angeles, California, and Phoenix, Ari-
zona, passes through Beaumont and Banning
in the San Gorgonia ]^ass and follows closely
the route of the fSunkist Trail passing only
a few miles north of the new bridge. With the
age of motor transportation and highway
development now in progress this route bids
fair to become one of the main thoroughfares
as in the days of the Butterfield stages.

Automobile production in the United States dui'-
iug November was i;>o.202 passenger cars and trucks,
compared with 2.'56,.300 cars and trucks produced in
November of last year, according to monthly produc-
tion figures of the Department of Commerce.

A copy of the letter was sent to Governor Young
and brought the following response :

"Thanking you for the letter which the Down Town
Association sent to our State Highway Commission,
I believe that you will find this Commission very
active and vigilant in its attention to the highway
needs of our state, and I am naturally pleased when
an organization such as yours sees fit to recognize the
work the Commission is doing.

Yours very sincerely,

C. C. Young, Governor.

CAUFONNLl HIGHWAYS AND PUIilJC WORKt^.

27

Story of Pioneer

Mountain Springs
Highway is Told

THE January issue of Concrete Highways
and Puhlic Improvement contains a
most interesting article on the Mountain
Springs grade on tlie San Diego-El Centro
Higlnvay, written by Sam S. Porter, chair-
man of the Good Roads Committee of the San
Diego Chamber of Commerce. The article is
of yalue to real estate and gives an interesting-
historical account of the road and its develop-
ment. In part Mr. Porter writes :

In the bleak region between tlio Colorado River
and the Pacific coast a modern highway of concrete
has been ent through the mountains and deserts which
in the days of the gold rush took heavy toll in hard-
ship and death of the hardy pioneers who sought to
traverse the then little known country. Today, the
highway engineer has blazed easy routes for motor
travelers and has gone farther and laid over the
mountains a gigantic ribbon of concrete to make the
way smooth, easy and safe.

The new section reaches from the summit of the
divide Avhich separates the drainage basins of the
Pacific Ocean and the Colorado River to the foot
of the east slope by way of the Mountain Springs
Grade. The highway takes its name. Mountain
Springs Road, from the old relay station which in
early days furnished fresh horses and brief rest for
stage coach travelers, but today serves gasoline and
supplies to the motorists who speed by on their way
to the Pacific.

The original road was cut in the rocks that cover
the area through the cooperative efforts of San Diego
and Imperial counties. From time to time, after it
became a part of the stated highway system, money
was allotted to improve the tortuous trail and to
widen it. Maintenance of the unpaved surface was
heavy and as soon as the final alignment was made
and money available, the California State Highway
Commission scheduled the section for additional
betterment and paving. A 20-foot cement concrete
pavement was selected for the improvement and con-
tract was awarded in August, 1926, to the firm of
Jahn and Bressi, Los Angeles contractors.

The Mountain Springs Grade road is a revelation
in location and alignment, easy curves and grades,
safety features of superelevation and curb provision
on the canyon side. These, with the character of the
paving built, reveal the progress the California High-
way Commission has made.

Grading for the pavement on the Mountain Springs
Grade presented some unusual difficulties. Due to the
character of the ground, largely rock, surfacing dirt
had to be hauled in and spread over the grade to
provide an even, uniform sub-base. With super-
elevations and reduction of grades, lengthening curve
radii and increasing sight distances, a tremendous
amount of earth and rock was moved. In many cases
the rock was blasted several times before the pieces
were small enough to be handled by a gasoline shovel.

MINNESOTANS SNOWBALL

SNOWPLOWERS; NEW WAY

TO KEEP TRADE AT HOME

(Prom Minnesota Highway Ncios.)

Snow plowing has many thrills, but a new
experience was reported to the state highway
department last week by one of the district
maintenance superintendents in western Min-
nesota. One of his snow-plowing crews ap-
proaching a village midway between two larger
towns was met by a crowd of about 150 business
men and other residents of the village who
bombarded the snow-plowers with snow balls
until they were forced to turn around. The
excuse was given that if the road were opened
some of the trade would go to the larger towns
nearby.

NEW YORK HOLDS HOT DOG

STAND BEAUTY CONTEST

(Continued from page 23.)

lot in point of practical and sanitary arrange-
ment of service space, sightly arrangement of
its wares, attractiveness, method of advertis-
ing, and economical use of facilities.

Second prize went to the Beehive, near
Troy, N. Y., a severely simple utilitarian
stand ; third place to Young 's stand outside
of Ontario, Cal., and fourth to another Cali-
fornia stand, the Hut, near San Diego, a
ground-hugging little nook with palm-leaf
thatched roof which the judges said harmo-
nized admirably with the surrounding
scenery.

As the result of a ruling of the supreme court of
North Carolina, automobile drivers arrested for
drunkenness are sentenced to shoveling dirt and
repairing highways in the state.

ADJUDICATING WATER RIGHTS
IN CALIFORNIA

(Continued from page 10.)

agency of the State Division of Water Rights,
which acts as a fact-finding body for the
superior court. Where only appropriative
rights are involved, the proceeding may be
initiated directly by the division, but if
riparian or prescriptive rights are involved
the proceeding must first be initiated in the
superior court and then transferred to the
division for investigation as referee.

To date the division, and its predecessor,
the State Water Commission, have undertaken
twenty adjudication proceedings, of which
nine have already been terminated, and four
others have been finally submitted to the
superior court and are pending decrees. The
results have been uniformly successful in
avoiding trouble.

28

CALIFORNIA HIGHWAYS AND PUBLIC WORKS.

Mountain Roads of
Northern Counties
Open Despite Snow

By S. W. LowDEN, District Maintenance Engineer.

IX ORDER to facilitate the transportation
of Avinter freight and passengers over the
highways, the snow removal program of
District Two is in full swing.

Modern machinery available the present
season has added new zest to the crews, with
the resulting improvement to the traveling
conditions and reduced costs to the state. On
the section between Dunsmuir and Weed,
Route 3, has been stationed a rotary plow,
l)0wered by a 60 li.p. tractor. On the section
between Westwood and Susan ville, Route 29,
a smaller rotary plow has been placed,
powered by a 30 h.p. tractor.

The rotary type has proven very effective.
The rotors throw the snow from 30 to 40
feet laterally, and the snow cloud at times
reaches a height of 20 feet. Fully 60 per
cent of the snow picked up is thrown clear
of the roadbed on the first trip. One notice-
able advantage secured by this method of
removal is the absence of an objectionable
windrow of snow on the sides where, due to
the concentration of the snow fall at this
point and subsequent melting, trouble is
likely to occur b.y reason of the excessive
saturation of the subgrade. By the absence
of a high snow bank, the formation of drifts
has been retarded, as well as gutters and
culverts being left in a condition to better
handle the drainage, at a time when this is
most urgently needed.

BEGIN WITH STORM

With the rotary type plow, as well as with
the blade type, removal operations start with
the storm, or as soon as the snowfall reaches
a depth of two or three inches. The practice
is to clear twelve to fourteen feet in the center
of the roadway, by blade type plows, towing
grader or truck plow, windrowing the snow
on the side. This operation is followed
immediately by the rotary, working on the
banked snow, picking it up and throwing
it clear of the roadbed. This method is eco-
nomical, in that it permits the rotary to
remove in one trip the snow it otherwise would
require three or four trips to accomplish.
Traffic is also better protected, as the greater
speed of the lighter equipment allows a
greater mileage to be covered on the pre-
liminary removal. By keeping the heavier
equipment on the side, an opening of reason-
able width is maintained for passing traffic.

Rio Vista Bridge is

Opened to Traffic

The approach to the Rio Vista Bridge on
Route 53 built by s])ecial legislative api^ro-
])riation of $80,000, has just been completed
and o])ened to traffic.

View of Rio Vista Bridge.

The bridge consists of 41 forty-foot timber
truss spans and a 30-foot flair approach span
connecting to the levy road. The bridge pro-
vides a clear width of roadway of 24 feet.
The trusses are supported by creosoted
Douglas fir piles varying from 80 feet to 90
feet in length. Bracing on the piles at the
deepest point in the stream bed was placed
by divers. The deck and trusses were con-
structed of Douglas fir timber treated with
two brush coats of creosote oil.

Conforming with the existing bridge, over
the main channel of the river, which has a
lighting system, the approach was lighted
with General Electric highway lighting units
spaced at 240-foot centers installed at a height
of 30 feet above the roadway.

BLADE PLOWS

On the sections from Montgomery Creek to
Burney, Route 28, and from Paynes Creek to
^lineral, Route 29, regions of lighter snow-
fall, blade plows of the balancing type have
been stationed. These plows are giving very
satisfactory results, and no difficulties to the
traveling public are being encountered in
traveling over these sections of highway.

Blade plows of the nonbalancing type are
stationed on Buckhorn Summit, Route 20, and
Cedarville Pass, Route 29, together with the
usual accompaniment of lighter equipment.

The snow removal work done by the state
forces, toward the keeping of the highways
open at all times, has been the occasion of
many favorable comments recently, most
notable of which is a letter from the West-
wood Auto Club, in appreciation of the
effective work being done on Fredonia Sum-
mit, between Westwood and Susanville, by the
state forces under IMaintenance Superintend-
ent E. J. Gribble.

VM.lFOh'MA HKllfWAYH AND I'UlilJd WORKS.

20

CARING FOR THE

DANGEROUS INSANE

((^ontiiuu'd from page 12.)

Thoii' is for iiist.-incc, the cjise of one i)!itient who,
whih' cniilined to u |)jirtifiilar ward, lUM-forms his
(iutics with a liigh rating of eflit-iency. This man
hilHirs iiiidor the impression that lie is beins detained
to satisfy the desire of otliers. Should this man
escape, he no doubt would have but one thought in
mind, that of assassinating certain persons whom he
believes are responsible for his detention. This
includes members of his own family.

One can realize from the above instance the problem
involved in the housing of this type of insane per-
son. Its solution as far as the housing problem is con-
cerned has been accomplished as follows :

On the first floor is an entrance lobby, office, visitors'
room, dining room, pantry, shoe room, clothes room,
wash room, shower room, dressing room, general toilet
room and 20 single rooms.

The second floor contains a hydriatic room for the
hydro tlierapy treatments which are the major treat-
ments, wash room, general toilet rooms, an assembly
and day room and 37 single rooms, all single rooms
being approximately 7 feet 6 inches by 11 feet 6
inches.

Both floors of the building have necessary storage
rooms and closets, night watch quarters and wide
8-foot corridors. The whole building has an abundance
of natural light and ventilation and rei)resents the
last word in sanitation. Food is prepared in the
institution's main kitchen and brought to this unit in
containers where it is served from the pantry.

One of the many features of this building is the
window opening arrangement. Windows are enclosed
with steel sash and frames divided into small panels
of wire glass. This makes it impossible to shatter
the glass area or to make an exit should a glass panel
be removed. The area of the window to open is con-
structed of double frame and muntins. The exterior
section is glazed and the interior section unglazed
and stationary, thus making a guarded opening after
the exterior section is swung open. Metal rolling
screens cover the openings. This style of window
opening does away with the old method of installing
steel bars, but still maintains an adequate degree of
safety.

The capacity of the building for the present is 66
patients. However it is designed and constructed so
that additions may be built later, the ultimate planned
capacity being 300 patients. As the assembly and day
room, dining room and pantry are centrally located it
was necessary to build them of a size to meet the
future capacity.

The assembly and day room has a projection room
in connection, which enables the showing of films.

Four of the single rooms on the second floor are
arranged to detain a patient in one room while
under special observation.

The wash rooms, general toilets and shower rooms
have tile floors and walls. The hydriatic room includes
a continuous bath, ice pack sink, electric cabinet, sitz
bath and showers, all being controlled by a series of
Leonard control valves operated by an attendant
which regulate the temperature of water to be used.
The floors, walls and ceilings are covered with tile.
All other floors of the building are covered with
linoleum.

In the rear of the building is a yard enclosed with
a masonry wall to permit sunning and exercise. The
yard is provided with seats, shelters, walks and toilets.
A heater room is located in the basement where a

steam control valve is placed which functions in the
capacity of distributing ste:im from the high pressure
line which is siipplied from the institution's central
boiler ]il;int. A hot water storage tank and the main
electric switchboard of the building are also located
in the heater room.

The structure will be iiractically fireproof. It is
built of i-einforced concrete construction, having on the
exterior a brick veneer base, stucco finished walls and
clay tile roof of variegated colors. The design of
the building is of rambling English style. The site
of the building on the grounds of the Mendocino
institution with its large spreading trees and natural
shrubbery makes a pleasing and harmonious setting.
Walks and drives are being constructed which will
bring the building within easy access from the main
institution's executive section. The Division of
Architecture feels it will have accomplished a project
and a purpose heretofore unsolved in the west with
the completion of the special custodial unit at the
Mendocino State Hospital, providing as it will for
the confinement of all anti-social cases of insanity
within the State of California.

PREHISTORIC CIVILIZATION

ALONG THE LOWER COLORADO

(Continued from page 21.)

striied as supernatural phenomena. Hence
the location of the "Mystic maze" on a site
overlooking the river.

On the banks of the river between Yuma
and Blythe are numerous markings on rocks
which are beyond all question the work of
human hands. The work involved in carv-
ing these figures with the crude tools known
to have been in use by the prehistoric people
would indicate that the story thus written
was well worth writing. With this story is
an unwritten and long forgotten story, per-
haps equally significant and interesting, the
story of the author, who he was, when he
lived, and the motive for his work.

The Colorado River can be reached in
about one day's drive from Los Angeles
by three partially improved highways.
Yuma, Arizona, can be reached via the Los
Angeles and Imperial Valley and Borderland
highways; Blythe can be reached by the Los
Angeles to Imjierial Valley highway and the
Sunkist Trail via Thermal and Mecca; and
Needles and Topoc can be reached via the
Old Trails highway. The season for touring
in this district is now at its best and will con-
tinue until about the first of May, providing a
splendid opportunity for winter outing.

A total of 342,201 automobiles from the United
States entered the Province of Ontario during the
season of 1927, spending $40,696,650, and I'epresents
an increase of 48.01 per cent over 1925, according to
announcement by the American Motorists Association
headquarters at Washington.

30

CALIFORNIA HIGHWAYS AND PUBLIC WORKS.

MECHANICAL SPREADING, RAK-
ING, FINISHING OF ASPHALTIC

CONCRETE PAVEMENT

(Continued from page 17.)

( )r(liii:irily. the sproadiug of surface course li inch
in tliickness is a difficult matter but witli this machine,
it presents no difficulty whatever.

With asphalt concrete running from 1200 to 1800
tons per mile on 20-foot resurface at about $5.50 per
ton, the possible economy is readily apparent.

The immediate decrease in hand labor is not at
once ai)parent though on one contract the labor crew is
reduced to nine men including the foreman and
machine operator for the spreading of 400 tons of
mixture per S-hour day. It is probable that future
work will show a further reduction in labor so that
the idtimaet saving in men will be sufficient to
influence a reduction in the prices bid for paving.

On asphaltic concrete spread by hand methods, tests
made under the direction of the author indicate that
an average smoothness of 18 units of roughness per
mile, as shown by a roughometer, such as is used by
the l'>ureau of Public Roads, was about the low limit
that could be expected. This was about three times
the roughness obtained on the best Portland cement
concrete pavement on its completion.

The first few days' use of the asphalt concrete
finish machine indicated that a roughness of not more
than 10 units per mile could readily be obtained and
that side sway of motor cars due to uneven cross-
section was greatly reduced.

Since it is necessary to move the machine back on
the job for the construction of surface after having
laid base, means must be provided for its rapid
transportation.

It is the opinion of the writer that the develop-
ment of this machine presents a distinct advance in
the art of paving as applied to asphaltic concrete and
one that will liave a far-reaching effect on the use of
this material.

While the original idea of a mechanical finisher and
its general details originated with and was pushed to
a conclusion by the author, credit is due to many
others for thoughts and ideas contributed during the
construction and operation of the trial machine.

During May, 1927, W. F. Ilerin, Assistant Resident
Engineer, and H. B. LaForge, Resident Engineer, in
discussing the matter of more efficient spreading,
advanced the idea that material might be spread by
the use of strike-oft" blades drawn by hand. The author
felt that it would be necessary to include a rake for
the experimental work and that eventually the whole
opeiation should be done by machine.

The first exi)erinients were carried out by Mr.
Earl Withycombe, A.ssistant Construction Engineer,
on work near Merced and near Larkspur. These were
so successful that arrangements were made with the
Edward R. Bacon Company to secure an Ord tamper
which was remodeled for the more extensive experi-
ment. This machine was put in use as stated before
during the latter part of September or early in
October. Many points had to be worked out in the
field for which great credit is due to Mr. Withycombe
and also the contractors. Force, Currigan & McI.,eod
who assisted in putting the machine on a sound work-
ing basis. There seems little doubt that the small
expense to which the state has been subjected in the
development of this machine will be repaid many times
over in the better and more economical pavements
which can be laid with this method.

SACRAMENTO-SAN JOAQUIN

WATER PROBLEMS

(Continued from page 8.)
MUTUAL AGREEMENT WORKS

In the 1924 agreement adopted by the
Permanent Committee and signed by the
water users, provision to meet the immediate
season's crisis was made in specifying the
duties of and delegating certain authority
to the Water Supervisor as respecting con-
servation measures and waste prevention.
Looking more to the future, however, and to
the ultimate solution of the problems it was
specified that the Water Supervisor should
commence the engineering investigation, the
collection and recording of the hydrographic
facts, most essential to an intelligent and
permanent settlement in water dififiieulties of
this nature.

The success attendant upon the 1924 con-
servation efforts was most noteworthy. The
water users acceded readily to requested
measures and accomplished much in the way
of waste prevention and a careful use of
water. After June there Avas not sut^cient
flow in the Sacramento River above Sacra-
mento to maintain navigation, and, taking a
lenient attitude, no attempt was made on the
part of the U. S. War Department ofHcers,
charged with the maintenance of navigation,
arbitrarily to enforce the superior legal rights
of the federal government in this respect by
enjoining water diversions. This confined the
problem chiefly to the irrigationists and the
pressing necessity of keeping fresh water
flowing to the delta to save great areas of
valuable crops there from the salt water
encroachment.

W^ORTH WHILE SAVING

Through appeals made to the up-river water
users by delta owners, members of the Perma-
nent Committee and others at a meeting of
water users called at Colusa by the com-
mittee at the time of the crisis in the last of
July, the river flow was decidedly increased,
and the salinity actually driven back many
miles in the Sacramento Delta. The esti-
mated saving to the delta resultant therefrom
was decidedly worth while.

MEASUREMENTS AND RECORDS

The engineering and investigation com-
menced in 1924 and continued to date has
included the following: Measurements and
records of all diversions of water from the
Sacramento, Feather, Yuba, American and
Lower San Joa(iuin rivers within the valley
floor and above tlie delta ; stream flow

CALIFORNIA JIIGHWAYS AND PUBLIC WONKS.

Hi

ineasui-eineiits tlirougliout tlie territory, par-
tially in coo])eration ^vitli the Water
Resources Branch, U. S. Geolo^'ical Survey;
measurement and record of waters returned
to the Sacramento and San Joaciuin rivers ;
intensive studies of the duty of water on peat
and sedimentary lands in the delta region in
cooperation with the U. S. Department of
Agriculture, Division of Agricultural Engin-
eering ; yearly census of irrigated areas and
crops under all diversions recorded and
tliroughout the delta ; and investigation and
study of the advance and retreat of salinity
in the delta channels.

PUMP DIVERSIONS PREVAIL

With the exception of four large gravity
systems, all of the diversions recorded are by
pumping. The diversion records obtained in
1926 included 211 on the Sacramento River
above Sacramento, 35 on the Feather River,
6 on the Yuba, 29 on the American and 34 on
San Joaquin River channels diverting to the
delta uplands. The Sacramento River records
show that there was a draft above Sacra-
mento amounting to 953,000 acre-feet in 1924,
842,000 in 1925 and 1,104,000 in 1926. A
considerable portion of this draft is returned
to the river, however, and the return water
is available for use in the lower river and
delta. The flow of all channels carrying this
return water to the river is measured and
recorded. The 1924 measurements indicated
a return above Sacramento for the four
months, June to September, equal to 33 per
cent of the draft. The 1925 figures showed
a corresponding return for July to October
equal to 40 per cent, and the 1926 return
was 31 per cent. Each season three com-
plete series of return water measurements
have been made on the San Joaquin River
and tributaries.

RIVER FLOW AND DRAFT COMPARED

It is interesting to note the relation between
river flow, irrigation draft and return waters
in the section of the Sacramento River
between Red Bluff and Sacramento. In the
month of July, 1926, there was an average
draft of 3850 cubic feet of water per second,
yet with a flow of only 3190 cubic feet per
second at Red Bluff and a combined inflow of
660 cubic feet per second from the Feather
and American rivers, there was a flow of 1880
cubic feet per second passing Sacramento.
The return water, therefore, between Red
Bluff' and Sacramento amounted to 1880 cubic
feet per second'. Of this amount, however,
330 cubic feet per second was water reaching
the river as return from lands irrigated by
Feather River diversions.

DATA DIFFICULT TO GET

Within the delta it is not feasible nor prac-
tical to measure and record the countless
number of diversions by siphon, gravity and
pumping as well as the concurrent drainage
pumping, which is considerable. Here the
consumptive use of water must be estimated
by applying the best "duty of water" figures
obtainable to the various areas irrigated and
cropped as shown by the yearly census. The
proper determination of the "duty of water"
data for peat and sedimentary soils, for dif-
ferent crops, etc., is the somewhat difficult
task here involved. The detailed and inten-
sive investigations along this line to date
have been conducted on IMedford and King-
Islands near Stockton for the peat soils, and
on Reclamation District 999 near Sacramento
for sedimentary soils. This work required the
installation and use of many different water
measuring devices and calls for a considerable
amount of ingenuity and skill upon the part
of engineers in getting reliable results.

THE SALINITY PROBLEM

The encroachment into the delta channels
of salt water from San Francisco Bay when
in dry seasons there is insufficient floAV of
fresh water in the rivers to hold it back is a
serious ju-oblem. Each season investigations
have been carried on to determine, by means
of testing water samples taken at two- or four-
day intervals at stations throughout the delta,
the mo^'ements and behavior of the salinity.
Chief of the objectives in this work is the
determination of the relation existing between
the advance and retreat of the salt at various
delta points and the discharge of the rivers
to the delta. With records of the Sacramento
River flow at Sacramento and the San Joaquin
River flow near Vernalis, aA'ailable since 1924,
the work to date has demonstrated this rela-
tion wdthin somewhat wide limits. Should
reservoir storage become available at some
future time as a means of controlling the
salinity, the value of a knowledge of the
required discharge and proper time for stor-
age release is obvious. As an aid to the delta
irrigators in avoiding the use of water with
too high a salt content, bulletins showing the
results of tests are mailed throughout the delta
once a week during critical periods.

1926 AND 1927 HIGHLIGHTS

The run-off' of the San Francisco Bay drain-
age for the year 1926-1927 was 108 per cent
of normal and in the 1927 irrigation season
there were no difficulties encountered except
in the maintenance of a sufficient flow for
navigation in the vicinitv of Colusa. Here

CALIFOJiMA HIGHWAYS AND PUBLIC WORKS.

the flow dropped to a minimum of 2000 cubic
feet per second. Salinity to the extent of 100
parts chlorine per 100,000 (roughly, the
danger mark in irrigation) did not reach
higher than a short distance above Antioeh
and Collinsville. The run-off for 1925-1926
Avas only 55 per cent of normal and during
the season of 1926 both irrigation and navi-
gation difficulties required considerable work
in the way of conservation and waste pre-
vention. Excellent response from the water
users was received and all that could be
accomplished through waste prevention and
voluntary diversion reductions was done. In
spite of this, however, it was not possible to
maintain navigation throughout the season
and this could only have been accomplished
by more drastic measures eliminating some
of the areas watered. Salinity of 100 parts
per 100,000 encroached above Eio Vista and
as far as Bouldin Island and Palm Tract in
1926.

SECOND CONFERENCE CALLED

At the close of the 1924 season's work
which, it should be noted, was almost entirely
financed by the water users themselves to the
extent of some $17,000, a second River Prob-
lems Conference was called. This was held
at Sacramento on December 12, 1924. The
season's work was reviewed and the Perma-
nent Committee presented its report and
recommendations. This conference voted to
continue the committee and recommended that
the state legislature be asked to appropriate
funds to continue the work of the Water
Supervisor. This the legislature did and the
last appropriation insures the continuation
of the work until July 1, 1929.

PROGRESS REVIEWED

With the completion of the fourth
season's operation under the methods and
])lans initiated by the 1924 Water Users
Agreement, an outcome of the First River
Problems Conference, an opportunity is pre-
sented to review such progress as may have
been made in dealing with Sacramento-San
Joaquin water problems.

Of prime imi)ortance, the efforts to date
have come as a result of, and have strength-
ened, the spirit of cooperation, welding
together the various diverse interests so as to
make the best of the situation and avoid
expensive and extended litigation. Following
the Antioeh suit, one of much greater pro-
portions was filed. The loss in time, money
and retarded development which would be
entailed by the trial of this suit is fearful to
contemplate. But with the action of the
River Problems Conference, the Permanent

Committee aiul the state for a constructive
solution of the difficulties this suit has not
been pressed.

In the Permanent Committee and River
Problems Conference there has been created
a most fortunate medium for dealing with
the ]n-oblems involved ; and at present, the
committee, influential and representative,
stands ready as the proper body to forward
all constructive plans for bettering the river
conditions.

In the collection of the four years' records
of the use of water and other fundamental
physical facts and data, a necessary and
important step has been taken leading to the
ultimate adjudication, mutual agreement or
other adjustment which may be consummated
as a basis for water distribution.

The procedure to date has been to make the
best of the situation tlirough conservation.
This includes water supervision or water
master service which is essentially a conserva-
tion feature. Until such time as additional
water supplies are made available through
storage or otherwise, this will undoubtedly
continue to be the best and only reasonable
procedure.

TRAFFIC CENSUS

(Continued from page 22.)

Route 1. San Francisco to Oregon Line.

January, 1927

Sun. Mnn.

Station IG 17

San Rafael, north of city at top of liill 3,383 1,972

Petalunia nortli of city 3,866 4,096

Santa Rosa, soutli of city. Triangle

service station 2,467 1,902

Santa Rosa, nortli of city at railroad

crossing 2,812 2,395

Healdsburg, soutli of city at railroad

crossing 1,894 1,511

Ukiah, south of city, junction route 70 932 794
Ukiah, north of city, junction route 15

to Colusa 741 674

Willits, north of city, junction road to

Ft. Bragg 355 342

Eureka, south of city limits 3,268 1,997

Areata, north of city at junction route

20 1.806 1,051

Crescent City, junction of road 578 376

At Oregon line 43 37

Route 2. San Francisco to San Diego.

.laiiuary. 1927

Sun. Mon.

Station 16 17
Colnia, junction road to South San

Ifrancisco 15,626 6,365

San Bruno Junction Bay Shore Road_.16,544 8,648

San Mateo, south of city at 16th .\ve._15,722 8,800

Redwood City, north of city limits-_-13,107 9.883

Palo Alto, at road to Federal Tel. Sta. 10.539 5,968
San .lose, north of city at lumber yard. 14, 250 18,905

San .Jose, south of city limits 4,187 4,136

Gilroy, north of city, junction road to

Watsonville 3,542 3,404

Salinas, south of city limits 1,513 1,551

Paso Rohles. north of city limits 951 838

Paso Rohles. soutli of city limits 1.458 1,197

San Luis Ohispo, north of city limits. 1,580 1,235
San Luis Obispo, soutli of city limits

at railroad crossing 2,451 1,686

Santa Maria, north of city junction

Route 57 to Bakersfleld 1,658 996

Januarj

Sun.

15

■, 1928

Mon.

16

4,299
4,945

1,609
3,871

2,798

1,821

3,079

2,472

1.797

797

1.331
980

885

616

370
2,753

268
1,813

1,222

460

70

893

434

63

Januarj

Sun.

15

,-, 1928

Mon.

16

18,497
20,561
19.231
16,122
11,512
16,289
6,098

8,767
8,444
9,461
8,513
5,834
17,159
5,464

4,861
1,995
1,028
1,631
1,777

3,353
1,701
880
1,229
1,268

2,791

1.910

1,671

1,178

CALIFORNIA HIGHWAYS AXD PIJIILIC WORKS.

rJa

Simla Hailiara. ^^^■^l ul' city, junctiun

San Marcos road 1.4'JO OH 2,865 1,864

Santa Barbara, 300 feet east of city

limits 4,448 2,995 5,836 4,928

Ventura, west of city at bridge 4,419 2,166 6,106 4,466

Ventura, west of city limits 5,288 3,442 5,208 3,710

Los Ageles, east at Indiana St 19,469 17,103 21,462 19,330

Whittier, at junction witb lladley St._ 9,305 7,069 13.001 9,667

Anabeim, nortb of city limits 9.966 7,323 11.315 8,362

Santa Ana, noitb of city at junction

county road to Orange 8,767 0,177 8,976 6,659

San Juan Capistrano. nortb of city— 3,731 2,001 3,392 1.955

Occanside. near south city limits 4,701 2,872 4,701 3,147

Dclmar, at Santa Ke Kailroad crossing. 4,401 2,988 4,086 2,409

Route 3. Sacramento to Oregon Line, via Marysville.

January, 1927 January. 1928

Sun. Mon. Sun. Mon.

Station 16 17 15 16
Sacramento, north at junction with (iar-

den Higliway 8.782 8,623 9.095 9,689

XIarvsville, south of city at junction

Hamilton road 1,768 1,906 1.550 1,300

Yuba Citv. nortb of city at junction

route 15 1.886 1,934 2,105 2,231

Cliico, at junction county road to De

Sabla 1,736 1,739 2,431 2,039

Cliico, north of city, junction county

road east 804 679 1.650 1,267

Red Bluff, at junction route 29 to

Su.'ianville 838 850 894 909

Redding, soufh of city, junction route

28 to Alturas 1,304 1,324 1.213 1,280

Dunsmiiir, nortli of city limits at bridge 1,658 1,314 1,258 1,207

Yreka. south city limits 1,029 899 985 869

At Oregon line 508 307 462 356

Route 4. Sacramento to Los Angeles (Valley Route).

January, 1927 January, 1928

Sun. JMon. Sun. Mon.

Station 16 17 15 16

Sacramento, south of city limits 4,845 4,429 6.164 5.725

Lodi. junction route 24 to San Andreas 2,444 2,146 2,724 2,058
Stockton, north of city, junction county

road to Lockeford 4,194 3.952 5,097 4,007

Modesto, north of city 4,384 4,041 5,130 4,212

Modesto, south of city 4,256 3,869 5,208 4,974

Turlock, nortb of city 3,064 2,565 3,336 2.580

Turlock. south of city 3.038 2,346 2,523 1,991

Atwater. north of city 2.271 2.112 2.342 1.827

Merced, north of city at bridge 2.949 2.607 3,388 3,073

Merced, south of city at bridge 2,053 1.837 2,382 2.196

Fresno, south at maintenance yard 7,170 6,896 7,036 6,752

Kingsburg. south of city near Kings

River bridge 2,092 1,667 2.172 1.665

Tulare, soutli city limits 2,187 1.981 2,350 2.078

Bakersfield. north of city, junction

county road to Oil Center 5.252 4,441 5,297 4,923

Castaic, junction county road to Santa

Paula 3,225 2,062 3,277 1,863

Saugus. jimtion route 32 to Mojave___ 5,688 2.658 6,746 2.644

Newhall. end of section L. A.-4-E.__ 8.128 3.011 9,730 3,493

Route 5. Stockton to Santa Cruz via Oakland.

January, 1927 .January, 1928

Sun. Mon. Sim. Mon.

Station 16 17 15 16
Tracy, west of city, junction county

road to Byron 2.906 1.804 2.702 1.491

Livermore. east of city, junction county

road to Livermore 1,524 1.147 1,786 1,123

Hayward, junction with Castro Valley

road 2,682 2,091 1,418 1,104

Niles, junction Niles Canyon road 3,369 2,474 4,457 2,317

Nine miles north of San Jose, junc-
tion county road to Centerville 5,175 2.316 6.509 2.351

Five miles north of San .Jose 6.082 3.043 8.330 3,662

San .Jose, at north city limits 4,750 2,934 5,697 3.437

San .Jose, west of citv at sanitarium. _ 5.864 7.666 6.722 6.180

Los Gatos, northeast of city 1,934 1,794 3.267 1.929

Santa Cruz, north of city 1,219 893 2,168 897

Route 6. Sacramento to Woodland Junction.

January. 1927 .January, 1928

Sun. Mon. Sun. Mon.

Station 10 17 15 16

West of Sacramento, at underpass 3,755 2.697 4,114 3.008

D.ivis. east of city, at underpass 2.915 2,397 3.383 2.563

Route 7. Tehama Junction to Benicia.

January. 1927 .January. 1928

Sun. Mon. Sun. Mon.

Station 16 17 15 16

Benicia. north of city 502 275 681 258

Fairfield, e.ast of city 2.270 1.635 2,778 1.804

Dixon, south of city 1,907

Woodland, south of city 2,012

Williams, south of city 924

Willows, south of city 864

Orland, at junction route 47 to Chico_ 784
Red Bluff, south of city at Reed Creek

bridge 856

1,389

2,354

1,484

1,802

2.189

1.670

720

1.054

769

1,025

1.055

950

1,070

892

865

803

795

964

Route 9. San Fernando to San Bernardino.

January. 1927 January, 1928

Sun. Mon. Sun. Mon.

Station 16 17 15 16

San Fernando, 1 mile east 3,049 1.183 3.290 1.290

La Crescenta, west of Pennsylvania Ave. 6,759 3,841 6,354 2,945

Pasadena, east of city limits 12,493 6,723 11.174 6,714

Azusa. west of city limits 12,905 4,792 11,507 4.603

Upland, east of city at junction county

road to Upland 4.748 1,483 4,331 1.717

San Bernardino, west of city 5,731 3,145 5,908 3,369

Route 10. San Lucas to Sequoia National Park.

January, 1927 .January

Sun. Mon. Sun.

Station 16 17 15
San Lucas, south of citv at junction

route 2 140 131 43

Coalinga, west of city 438 333 372

Hanford. west of city limits 1.277 1.547 1.379

Hanford. east of city, intersection
county road to Kingslaurg and south

to Corcoran 1.851 1.796 2,182

Visalia. east of city at Exeter .Junction 1,065 858 1,363

1928

Mon.

16

70

234

1,432

2,087
870

Route 11. Sacramento to Nevada Line via Placervllle.

.January, 1927 January. 1928

Sun. Mon. Sun. Mon.

Station 16 17 15 16

Sacramento, east of city limits 2.960 2,090 3.304 2,223

Folsom. west of city at junction with

Pratts road 965 654 1.187 723

Placervllle. west of city 932 724 1.318 536

Placerville. east of city 537 506 1.177 591

Between Riverton and Kyburz 50 15 112 22

Route 12. San Diego to El Centro.

January. 1927

Sun. Mon.

Station 16 17
San Uiego. east of city, Euclid Ave. at

Cajon Ave. 5,791 3,923

El Cajon, west of city limits 6,011 2.896

Jacumba. at junction county road to

El Campo 549 339

El Centro, west of city at junction

route 26 to San Bernardino 2,560 2,504

Route 13. Salida to Sonora.

.January. 1927

Sun. Mon.

Station 16 17

East of Salida, at McHenry's Ave. to

Modesto 1.036 744

Oakdale. west of city 1.123 931

Sonora, south of city 1.118 845

Sonora. east of city 741 645

Route 14. Albany to Marlinez.

January, 1927

Sun. Mon.

Station 16 17

Albany, at county line 13.254 11.149

Junction county road to Richmond 9.854 7,579

.Junction Franklin Canyon road 3,533 2,331

Crockett, 1 mile south of city, junction

county road to Crockett 948 1,184

Martinez, west of city limits 564 474

Route 15. From Route 1 Near Calpella to Grass Valley.

January, 1927 January. 1928

Sun. Mon. Sun. Mon.

Station 16 17 15 16

Ukiah. north at junction route 1 631 388 416 319

Mendocino and Lake County line 104 80 351 278

Near Venada, junction county road to

Bartlett Springs 7 24 34 103

Williams, west of city 331 339 293 444

Williams, east of city 484 545 554 553

Colusa, east of citv 611 811 788 778

Marvsville, east of city 223 229 522 4.32

Grass Vallev, west of city 147 161 311 196

January

Sun.

15

■, 1928

Mon.

16

2,519
5,249

2.370
3,330

652

385

• 1,744

1,774

Jaiuiary

Sun.

15

', 1928

Mon.

16

1,229
1,417
1,938
1475

827

909

1.231

660

January

Sun.

15

•. 1928

Mon.

16

17,748

14,008

5.607

11.402
8.000
2,763

1.606
974

1.182
408

34

CALIFORNIA HIGHWAYS AXD PUBLIC WORKS.

January

Sun.

15

, 1928

Mon.

16

371
663

337
541

January
Sun.

15

, 1928

Mon.

16

2,042

1,312

1,725

1,309

897

771

1,074

508
421
843

January

Sun.

15

, 1928

Mon.

16

1,485

1,193

862

192

996
869

322
263

Route 16. Hopland to Lakeport.

January, 1927
Sun. Mon.
Station 16 17

Hopland. at junction route 1 328 283

Lakeport, south of town 414 371

Route 17. Roseville to Nevada City.

January, 1927

Sun. Mon.

Station 16 17

Ro.seville. east of city 1,926 1,339

Auljurn. south of city at S. P. 11. K.

crossing 1,374 1,075

Auburn, north of city at junction Coun-
try Club road 752 490

Grass Valley, south of city 660 499

Nevada City, south of city 852 878

Route 18. Merced to El Portal.

January, 1927

Sun. Mon.

Station 16 17
Merced, at intersection county road and

21st street 849 1,375

Merced. 12 miles east at junction

county road to Le Grand 1,067 159

Mormon Bar, at junction county road

to Mormon Bar 805 257

Briceburg, Bear Creek bridge 735 135

Route 19. From Route 9 West of Claremont to Riverside.

January, 1927 January, 1928

Sun. Mon. Sun. Mon.

Station 16 17 15 16
Between Pomona and Ontario, at Chino

cross roads 6,972 2,889 12,023 6,551

Los Angeles County line, east limits

of Pomona 12,788 6,364 12,337 6,510

Riverside, west of city near Santa Ana

River bridge 6,609 4,495 7,373 5,226

Route 20. Route 1 Near Areata to Redding.

January, 1927 January, 1928

Sun. Mon. Sun. Mon.

Station 16 17 15 16

Areata, north of city at junction Rt. 1 675 441 848 423

Weaverville. 3 miles south 34 35 38 40

Between Redding and Tower House 60 93 136 176

Route 21. Route 3 Near RIchvale to Quincy.

January, 1927 January, 1928

Sun. Mon. Sun. Mon.

Station 16 17 15 16

Oroville, east of city 458 443 576 457

Quincy 51 74 54 51

Route 22. San Juan Bautista to Route 32 via Hollister.

January, 1927 January, 1928

Sun. Mon. Sun. Mon.

Station 16 17 15 16
San Juan Bautista. soutli of city at

.iunction route 2 1,085 1.001 1,470 967

Hollister, junction route 32 479 296 708 303

Route 23. Saugus to Bishop.

January, 1927 January, 1928

Sun. Mon. Sun. Mon.

Station 16 17 15

Saugus, junction with route 4 4,069 1,252 5,157

Lancaster, junction with route 59 to

N'eenach 897 645 1,464

Freeman, 1 mile north, junction to

route 57 117 94 130

Lone Pine 549 575 489

Bishop, half mile north junction county

road north and county road easterly. 426 376 302

Route 24. Route 4 Near Lodi to Valley Springs.

January, 1927 January, 1928

Sun. Mon. Sun. Mon.

Station 16 17 15 16

Lodi, junction route 4 1,012 1,005 1,363 1,103

Bet. San Andreas and Valley Springs.. 256 212 1,925 248

16
1,513

899

93
534

321

Route 25 Nevada City to Downieville.

January, 1927 January, 1928

Sun. Mon. Sun. Mon.

Station 16 17 15 16

Nevada City, north of city 77 83 162 148

Comptonville, north of city 44 56 54 73

Route 26. San Bernardino to El Centro.

January, 1927 January, 1928

Sun. Mon. Sun. Mon.

Station 16 17 15 16
San Bernardino. S. of city at N. end of

Santa Ana Br. county rd. to Colton. 3,418 2,267 3.066 2,503
.\t intersection Mt. View Ave., west of

Redlands 2,363 1,409 2,988 1,946

Beaumont, junction Jack Rabbit Trail. 2,436 1.212 1,771 1,173
Coacliella, south of city at junction

county road to Tliermal and Mecca. 1,611 1.349 1,434 915

Westmorland at railroad crossing 1,584 1,499 2,023 1,715

Brawley Junction, southwest of city.. 2,970 2,482 2,843 2,641

El Centro, west of city, junction Rt. 12 4,495 4,123 4,306 3,985

Route 27. El Centro to Yuma.

January, 1927 January, 1928

Sun. Mon. Sun. Mon.

Station 16 17 15 16
El Centro, east of city at junction
county road nortli to Brawley and

south to Cale.vico 2,065 2,333 2,484 3,131

East of Holtville 1,367 1,288 1,572 1,585

Sand Hills maintenance station 764 372 792 518

Yuma, at S. D. A. plant quarantine

station 2,446 1.820 2. 058 2,031

Route 28. Redding to Nevada Line via Alturas.

January, 1927 January, 1928

Sun. Mon. Sun. Mon.

Station 16 17 15 16
Redding, south of city at junction with

route 3 429 508 445 479

Four miles east of Pittville at main-
tenance station 81 88 103 87

Canhy 71 49 65 76

Twelve miles east of Alturas at main-
tenance station 46 60 43 39

Route 29. Red Bluff to Nevada Line via Susanville.

January, 1927 January, 1928

Sun. Mon. Sun. Jlon.

Station 16 17 15 16

Red Bluft'. east at junction route 3... 200 207 261 269

Sus.inville, 1 mile west of town 256 142 314 186

Susanville, 1 mile east of town 883 539 743 503

Five miles south of Constantia 64 40 53 50

Route 31. San Bernardino to Jean.

January, 1927 January, 1928
Sun. Mon. Sun. Mon.
Station 16 17 15 16
San Bernardino, nortli of city at junc-
tion Mt. Vernon and Highland Aves. 2,715 755 3,669 1,031
South of town limits of Victorville... 1,065 648 1,084 635

Southwest town limits of Barstow 311 262 457 350

Nevada st.ate line 00 68 96 94

Route 32. Route 2 Near Gilroy to Route 4 Near Califa.

January, 1927 January, 1928

Sun. Mon. Sun. Mon.

Station 16 17 15 16

Hollister. junction with route 22 493 330 802 374

Pacheco Pass at Merced-Santa Clara

County line 637 274 973 371

East of Los Banos at junction county

ro.id to Dos Palos 400 275 447 376

Califa 524 325 1,068 439

Route 33. Paso Robles to Route 4 Near Bakersfleld.

January, 1927 January, 1928

Sun. Mon. Sun. Mon.

Station 16 17 15 16

Paso Robles, east of city 949 841 1,005 914

Paso Robles,, J mile east of city 482 458 618 488

Lost Hills, intersection of RLiin street. 315 213 218 233

Route 34. From Route 4 Near Arno to Pine Grove.

January, 1927 January, 1928

Sun. Mon. Sun. Mon.

Station 16 17 15 16

Twin Cities, junction route 4 264 216 304 282

West of lone, junction county road to

Michigan B.ir 153 130 188 119

North of Jackson, junction route 65

to Placerville 459 434 634 461

Pine Grove, east of town 57 82 239 120

VALIFOIINIA HIGHWAYS AND PUBLIC WORK.^.

35

Route 37. Auburn to Nevada Line Near Verdi.

January, 1927 January, 1928

Sun. Mon. Sun. Mon.

Station IG 17 15 IG

Auburn, east of city 704 562 1,370 1.155

Colfax, east of city, junction Nevada

City mad 121 125 392 200

Truckee. east of city, junction route 38

to Nevada lOG 50 119 48

Route 43. San Bernardino to Big Bear Lake.

January, 1927 January, 1928

Sun. Mon. Sun. Mon.

Station 16 17 15 16

Foot of Waterman grade 842 144 966 350

Pinecrest. junction county road to

Arrowhead Lake 251 13 175 30

Running Springs Tark, junction City No

Creek road 55 18 57 count

West end of liridge over Big Bear dam_ 14 7 58 18
One mile from end of route 43. junc-
tion county road to Pine Knot 75 25 89 30

Route 44. Boulder Creek to Redwood Park.

January, 1927 January, 1928

Sun. Mon. Sun. Mon.

Station It- 17 15 16

Boidder Creek at park line 264 353 373 239

Route 47. Orland to Chico.

January, 1927
Sun. Mon.
Station 16 17

Orland, junction with route 7 315 398

Chico. west of city 371 367

Hamilton City, at Union High School__ 446 459

Route 48. McDonalds to Wendling.

January, 1927
Sun. Mon.
16 17

65 92

198 196

January, 1928
Sun. Mon.

15

565

1.077

376

16
490
834
179

Station

McDonald, junction route 1

Wendling, 3 miles west of town-

Route 49. Calistoga to Lower Lake.

Station
North of Calistoga at foot of grade —
Lower Lake, junction Kelseyville and

Lower Lake road

MiddletowTi. junction Cobb iltn. road

January, 192'
Sun. Mon
16

207

17
153

100
437

January, 1928

Sun. Mon.

15 16

113 104

233 158

January, 1928
Sun. Mon.
15 16
363 237

321
493

345
408

Route 51. Santa Rosa to Schellville.

January, 1927 January, 1928

Sun. Mon. Sun. Mon.

Station 16 17 15 16

Santa Rosa, east of city 2,212 1,680 2,461 1,762

Schellville, junction route S 487 302 712 342

Route 52. Alto to TIburon.

January, 1927 January, 1928

Sun. Mon. Sun. Mon.

Station 16 17 15 16

Belvedere, junction 663 575 1,439 862

Route 53. Fairfield to Lodi.

January, 1927 January, 1928

Sun. Mon. Sun. Mon.

Station 16 17 15 16

Denverton. .it overhead crossing 208 177 345 152

Rio Vista bridge 779 869 996 895

Walnut Creek bridge 169 246 246 252

Thornton, intersection county road 642 650 755 558

Lodi, north of city 1,041 1,143 931 860

Route 55. San Francisco to Spring Valley Dam.

January, 1927 January, 1928

Sun. Mon. Sun. Mon.

Station 16 17 15 16

At swimming pool 7,292 1,557 10,101 1,866

Junction with county road to Colma— 3,696 777 7,182 977
Junction with county road to Belmont

at earth dam - 1,391 324 3,740 427

Route 57. Santa Maria to Freeman via Bakersfield.

January, 1927 J.anuary, 1928

Sun. Mon. Sun. Mon.

Station 16 17 15 16
Santa Maria, north of city at junction

route 2 132 80 108 61

At San Luis Obispo-Kern County line- 114 44 106 284

Maricopa, west of city 393 205 423 247

Bakersfield, 1 mile east of city limits- 1,093 548 2,827 1,931
Bakerslleld, 10 miles east .it Country

Club road 531 166 1,040 130

Bodflsh, at intersection route 57 with

county road to Caliente 90 76 77 75

Route 58. Mojave to Topoc.

January, 1927 January, 1928

Sun. Mon. Sun. Mon.

Station 16 17 15 16
Barstow, north of city at junction

countv ro.id 189 198 207 209

Daggett, junction Arrowhead trail 146 129 285 267

Vicinity Amboy 79 72 128 148

Needles, west of city limits 127 108 416 206

Route 60. El Rio to San Juan Capistrano.

January, 1927 January, 1928

Sun. Mon. Sun. Mon.

Station 16 17 15 16
Santa Monica, 500 feet west of Santa

Monica Canyon 11,792 3,900 10,035 2,940

Lomita 9,683 4,668 6,997 5,717

Seal Beach, at Los Angeles-Orange

County line 12,743 8,048 10,182 5,714

Route 63. Big Pine to Oasis.

January, 1927 January, 1928

Sun. Mon. Sun. Mon.

Station 10 17 15 16

Big Pine, junction route 23 65 59

Route 64. Mecca to BIythe.

January, 1927 January. 1928

Sun. Mon. Sun. Jlon.

Station 16 17 15 16

Desert Center 93 83 97 85

BIythe. S. D. A. quarantine station— 125 82 336 150

Route 65. Auburn to Sonora (Mother Lode Highway).

January, 1927 January, 1928

Sun. Mon. Sun. Mon.

Station 16 17 15 16

Auburn to wire bridge 91 95 156 88

Placerville, northwest of city, junction

Georgetown road 53 60 97 78

El Dorado, south of city 80 122 203 106

Central House 204 247 357 258

North of Jackson, junction route 34__ 593 661 748 630

South of San Andreas, at Sheep Camp_ 355 349 1,962 418
West of Sonora, junction county road

south to Jamestown 73 111 219 135

Route 66. Manteca to Route 5 Near Mossdale School.

Mossdale, junction route 5 1,736 1,176 1,728 988

Route 68. San Francisco to Burlingame.

January, 1927 January, 1928

Sun. Mon. Sun. Mon.

Station 16 17 15 16
San Bruno, junction v\ith route 2 to

San Francisco 5,005 3,589 5,866 3,372

North city limits of South San Fran-
cisco 5,000 4,113 6,292 4,603

Route 71. Crescent City to Oregon Line.

January, 1927 January, 1928

Sun. Mon. Sun. Mon.

Station 16 17 15 16

Crescent City, N. of maintenance yard. 575 502 526 480

.U Oregon-California line 157 87 179 71

Route S. Ignacio to Cordelia via Napa.

1928 1927

Petaluma Creek bridge 1,113 290 Not taken

Schellville, junction route 51 to Santa

Rosa 878 756 709 382

Napa, junction county road to Vallejo— 3,675 1,608 2,515 1,565

Cordelia, junction route 7 2,742 1,433 2,066 1,285

36

CALIFORNIA HIGHWAYS AND PUBLIC WORKS.

PBOGBESS REPORTS

FROM THE FIELD

r.UTTE COUNTY— A preliminary report. of studies
and investigations was completed the latter part of
December, 1927. of practicable routes of a state high-
way location between Oroville and Quincy, District
III, known as the Feather River Route. The report
covers the investigations of three distinct I'outes and
their several alternates, and are described as the
North Fork Route, the Ridge Route and the Middle
Fork Route. To facilitate final selection of an all-
year interstate connection between Sacramento and
Reno, there is being prepared, in connection with these
studies, comparative profile and map of the routes.

DEL NORTE COUNTY— The contract for the
grading and surfacing of a new roadway between the
southerly Del Norte (\iunty line and the head of
Richardson Creek, a distance of 3^ miles, is now
under contract to J. E. Johnston of Stockton. Dur-
ing the past month he has been moving his equipment
in on the job and has been clearing the right of way
and constructing the culverts. A great deal of this
work being in rock, it will probably be possible for
the contractor to continue his work throughout the
winter.

Along that portion of the state highway on the
rock clilii's south of Crescent City, state forces have
been widening the roadway and taking off some of the
sharpest turns at the various points. This work is
making a great improvement in the alignment and
making it possible for the safer passage of the traffic
over this dangerous piece of I'oadway.

During the last month a large slide occurred
approximately six miles north of Patricks Creek. This
slide was not caused by reason of the highway con-
struction. It was merely a large slice of rock off the
mountain side which slipped into the river, taking
over 200 feet of the i-oadway with it. The roadway
which slid out still exists intact about 50 feet below
the grade and 50 feet out towards the river. The
slide dammed up the river for a short while.

State maintenance forces quickly constructed a
temporary roadway over the slide and now have a
power shovel at work constructing a wider and more
permanent road through it. Before this slide is
removed, it will probably I'cquire from .35,000 to 50,000
cubic yards of excavation.

FRESNO COUNTY— Work on extending of all of
the culverts on the Golden State Highway, through
Fresno County, has been started. These culverts will
be extended to the right of way line, thus eliminating
the last of the narrow, dangerous places on this
section of the highway.

GLENN COUNTY— One mile of bituminous
macadam pavement with rock borders between Four
Corners and Butte City, road III Gle-45A, was com-
pleted December 3, 1927. C. K. Buchanan was the
contractor.

HUMBOLDT COUNTY— The Ilauser contract and
the EngcUiart contract for grading and surfacing
between Orirk and the northerly county line, a dis-
tance of 15 miles, are practically at a standstill, due
to the winter rains.

State forces under day labor work are making a
great improvement in the alignment on the roadway
just south of Orick, cutting off the sharpest turns and
widening the roadway on fills, which will make this
a much safer road in the future.

INYO COUNTY— The contract of F. C. Payton,
Coso Junction to Olancha, 21 miles grading, will be
completed March 1, 1928. On this section, surfacing

by day labor of sandy portions is under way. Per-
mission has been granted by the Railroad Commission
to the Division of Highways for changing two cross-
ings of Southern Pacific tracks at grade to the
relocation.

Near the Black Springs, between Lone Pine and
Cottonwood Creek, the timber bridge carrying the
spillway flow from the aqueduct is, with the coopera-
tion of the city of Los Angeles, being replaced by
a 6-foot by S-foot reinforced concrete culvert.

Plans and estimates submitted for advertising, for
grading, surfacing and oiling, Alabama Gate to Diaz
Lake, 8.5 miles.

Surveys completed for relocation, Olancha to Diaz
Lake, 21 miles. Plans under way.

KERN COUNTY— Construction work un Route 10,
Sierra-to-the-Sea I^ateral west of Coalinga, is being
started. The construction of several short-span
bridges will take the road out of the creek bed and
place it above danger of high water. Several changes
in line are also proposed.

A gas shovel outfit and some tractors are starting
work in the Kern River Canyon east of Bakersfield.
This road will be widened and straightened to care
for the increasingly heavy travel.

Contracts in Kern County, between Lerdo and
Delano, consisting of 20-foot asphalt concrete widen-
ing and resurfacing, are rapidly nearing completion.
The asphalt concrete work is all completed and con-
tractors' forces are now engaged in finishing roadway
slopes and placing rock borders.

Improvement of the new maintenance yard site in
the cit.v of Delano is now in progress. When improve-
ments have been completed, it is expected to sell the
old site and either move the present foreman's cottage
to the new site or build a new one.

On the Bakersfield-Freeman Highway. Weldon to
the Walker Pass, 20 miles widening and alignment
improvements are in progress, with a day-labor force
of four 60- and 30-horsepower tractors with S-foot and
12-foot graders and rotary scrapers. Preparations are
being made for extending this work. Walker Pass to
Freeman Junction. Route 23. distance 11 miles. Sur-
veys nearly completed. These improvements will
greatly add to the convenience of travel over the San
Joaquin and Owens Valley cutoff. Preparations are
in progress for the installation of a maintenance
yard at Mojave including truck and oil sheds.

LAKE COUNTY — Two survey parties are now on
location between Upper Lake and Williams. One
party, located at Upper Lake, has been in the field
for the past two months and is working between
Upper Lake and Sweet Hollow Summit. The other
was recently established at Wilbur Springs and will
be on location east toward Williams.

LOS ANGELES COUNTY— In preparation for
the reconstruction of a portion of Foothill boulevard,
between Monrovia and Azusa, a contract has been
let and is now nearly completed for the moving back
of buildings to clear the way for the new hundred-
foot boulevard.

The Southern California Edison Company has
already moved back its power line, and work has been
commenced on tlu; moving back of private irriga-
tion lines.

Work is nearly completed on the laying of over
21 miles of pipe line along the coast highway from
the Los Angeles city limits west of Santa Monica to
Nicolas Creek on the Malibu Ranch. The pipe line
will carry water to be used for highway construction
and maintenance work on the section of highway
through the ranch.

At various points along the coast highway westerly
from Santa Monica, the maintenance crew with trucks

(' MJI'Oh'X/A ///(/// ir.lVN AND PUBLIC WORK^^.

37

(Miuippcd with hoists, is i)l;iciiiK Iniiidrcds of tons of
hciv.v rip rap rock to protect the highway cinbaiik-
niciit from the ocean waves.

Hetween Mariposa and IJricebur};. reconstruction of
existiiis roadway is heinjj performed by convict h\bor.
An average i)0))ulation of eighty convicts is being
maintained in camii and two i)ower shovels are being
operated, a gas and steam. The construction force
is now ItK'ated about .'U miles north of Mariixtsa.

On the Yosemitc lateral, the work of placing G500
feet of standard laminated guard rail under contract
is practicall.v completed, the only remaining work
being completion of painting.

:MERCED COT^NTY— The rock borders contract
awarded to liarsen Bros, on the Pacheco Pass road
from Los P.anos to the easterly boundar.v is about 50
per cent comjilete. On this section, the Pacheco Pass
route, approximatel.v one mile east of the San Joaquin
River, a multiple box culvert, consisting of six 10-
foot spans was recentl.v completed. This is for the
purpose of by-passing flood waters which accumulate
during the spring of each year and are prevented,
with difficulty, from washing out the embankment and
pavement.

Improvement of new maintenance yard site at
Merced consisting of fencing, construction of ware-
house, grading and graveling driveways, etc., is nearing
completion.

.MONO COUNTY— With the exception of installa-
tion of standard guard rail at dangerous points and
maintenance patrol, there is no work under way in
Mono County owing to below zero weather and
periodical snow storms with attending cessation of
travel. The snow fall on the "high Sierras" is much
less than for many years past.

MONTEREY COUNTY— Work has been progress-
ing steadily on the laying of a 20-foot concrete pave-
ment from the northerly city limits of Salinas to the
Santa Rita Junction, 1.9 miles north of the town.
The pavement is being laid in half-sections, the east
half having been completed and the west half started
bef<ire the end of January.

Repair work is under way on the Carmel River
bridge which is located on the highway to Big Sur
just south of the town of Carmel. This work includes
the reflooring of a considerable portion of the bridge.
ORANGE COUNTY— All concrete pavement has
been completed and open to traffic on the 5.7-mile
reconstruction job between Galivan and Irvine. Work
is in progress on the rock borders along the new con-
crete pavement, with good progress being made.

The installation of pumps and a drainage system for
the two new undergrade crossings of the Santa Fe
Railroad tracks at Serra has been completed. Grad-
ing work is still in progress on the stretch of new
highway which will connect the coast highway through
Huntington Beach and Laguna with the Los Angeles
to San Diego highway.

A special maintenance crew recently completed the
construction of 2200 lineal feet of pipe and woven
wire and brush bank protection work in the Santa
Ana River, where flood waters threatened to cut
away the approach to the highway bridge on the
state highway between Anaheim and Santa Ana.

SAN LUIS OBISPO COUNTY— In connection
with the program of curve betterment and minor line
changes throughout San Luis Obispo County, a line
change is being completed at a point about three miles
north of San Luis Obisi>o, which will eliminate two
of the sharper curves between San Luis Obispo and
Cuesta Grade.

Work on the J. F. Knapp contract for reconstruc-
tion from Pismo to San Luis Obispo has thus far
been confined principally to culvert work and grading.

which work is nearly completed on the south half of
the job. On the Ontario Hill (located where the
highway first reaches the I'acific Ocean) a consider-
able .slide developed near the summit of the hill, where
a heav.v layer of shale rock is found to li(» on a mass
of very hard rock the ui)per surface of which was
coated with a thin lay<>r of asi)h:ilt and dirt, making
a naturally lubricated surface for the upper material
to slide upon.

One of the most dangerous curves on the Cholame
lateral, located at the east end of the Cholame Creek
bridge at Shandon pumping station, is being greatly
improved b.v superelevating the curve and placing
warning lights.

Two old wooden bridges near San Simeon, on the
road which extends from Cambria towai'd Carmel, are
being replaced by more adequate strictures.

SANTA BARBARA COUNTY— The paving of the
new highway through Summerland and over Ortega
hill has recently been completed as an extension to
the Sam Hunter contract. This highway, which was
graded along a new line two years ago, as described
in the February, 192G, issue of California High-
ways, has now been paved with a Portland cement
concrete pavement 30 feet wide, joining continuously
with the similar pavement recently completed by Con-
tractor Hunter, from Carpinteria to Summei'land.

Contractor Collins is installing rock borders between
Orcutt and Zaca on the coast highway in the northern
part of Santa Barbara County. The shoulder instal-
lation commenced at Orcutt and is now completed for
a distance of about G miles to the south thereof.

SACRAMENTO COUNTY— The paving on the
reconstruction work between Sylvan school and Rose-
ville has been completed. Grades and lines were
improved, the roadway widened and a 20-foot asphaltic
concrete pavement six inches thick was placed as a
reconstruction job. Where the old grade was fol-
lowed the pavement was widened and thickened to
conform to the new work. Rock shoulders and two-
feet by four-inch rock borders are also being con-
structed. This latter work is well under way and
will complete the job.

SAN DIEGO COUNTY— San Diego County is
reconstructing a portion of the state highway between
East San Diego and La Mesa, under state inspection.
The cost of the work is to be shared by the county
and the state.

Several narrow cuts on the highway in the vicinity
of Jacumba were recently widened by the maintenance
crew working under a special allotment, in order to
make the highway safer for children going to and
from school.

VENTURA COUNTY— The construction of nearly
GOO feet of bank protection in the Santa Clara River,
to prevent the washing away of the approach to the
state highway bridge near Montalvo, has been com-
pleted.

A special maintenance crew working along the
coast highway near Point Mugu is quarrying and
placing thou.sands of tons of heavy rip rap rock to
prevent the wa.shing away of the highway embank-
ment by the ocean waves.

Reckless driving, speeding and driving while intoxi-
cated constituted 82^ per cent of the offenses out of
a total of 85,145 reported violations of the California
Vehicle Act during 1927. The total number of these
three offenses was G7,G62 according to records of the
State Motor Vehicle Division. Approximately 135.000
persons were fined, jailed or otherwise punished for
motor vehicle violations during the year, the division
estimates.

38

CALIFORNIA lUdinVAYS AND PlliUC WORKS.

ROUGH GOING

STEP ON IT!

(An r^iifjlisli nuti) racer in ;i .specially (lesi};ne(l
sunbeam has r(»cently liuuff up a world's record of
207 miles an liour. It took him four miles to stoi)
his car. At the present rate of progress, may we
hope for something like the following in 1975?) :

"Mother. (Jeorge and I are going out t<i a dance."

"All right, dear. Don't be late, will you?''

"Xo, Mother. The party's in San P"'rancisco.
AVe'll be back early."

(The Modern (Jirl of l'.)7r) kisses her moth(>r good-
night and steps into her boy friend's 1200 horsepower
runabout. He puts the car in low. and they thread
through the tratfic of loAver New York at 40 miles an
hour. Once in the country. George shifts to second
speed and they ramble along at a comfortable 138
per. )

"Hadn't we better slow up. George? That sign
back there said 'Danger: Sharp curve five miles
ahead." "

"That's all right, Joan. We have eight-wheel
brakes. Well, here we are in Chicago !"

(He quickly adjusts the armor plate about his car.
and they dash through the great city at 200 miles an
hour. Joan manipulating the machine gun to ward
off iiossible attacks.)

"Sometine's trying to pass. George. He's been
following us all through Iowa."'

"Trying to pa.ss. huh? Just let's see him do it!"

(With a whir of gears. George shifts into fifth
speed and shoots ahead like a comet. The other car
follows suit. Milestones whiz past in a confused
blur as the Juggernauts skim over the countryside,
wheels scarcely touching the road.)

"(ieorge ! Look out ! Here's a railroad crossing."

"Ciood gosh ! The fool engineer ! He's trying to
beat me across.''

(George jams on his brakes, but it is too late.
There is a terrific smash. On the far side of the
track, George finally comes to a stop and turns
ai'ound. The wrecked Pacific Coast Flyer lies in a
tangled mass across the rails, cars telescoped and
splintered by the frightful impact. Beside the track,
by the grim irony of fate, stands the warning signal
which would have prevented this terrible accident :
"Stop. Look and TJsten ; Look Out for the Auto-
mobiles !'' ) — liddijcr JI if/li »•«//«.

"AVhere are you going, my pretty maid?"
"I'm going a-courtiu, sir," she said.
"For yesterday morning on my way to school,
I slipped and broke my traffic rule."

"There are four requisites to a good short story,"
explained the English teacher to the class.
"Brevity. !i reference to religion, some as.sociation
with royalty and an illustration of modesty. Now,
with these four things in mind, I will give you thirty
minutes to write a story."

Ten minutes later the hand of Sandy went up.

"That is fine, Sandy," she complimented, "and now
read your story to the class."

Sandy read : " 'My Gawd,' said the countess, 'take
your hand off my knee.' "

The JVews and Crilic, Laconia, prints this regarding
a roadside notice posted in New IIami)sliire :

"P.y order of the selectmen, cows gi'a/.ing by the
roadside or riding bicycles on the sidewalks is hereby
forbidden."

An arm protruding from the car ahead means that
the driver is :

1. Knocking ashes off a cigarette.

2. Going to turn to the left.

3. Telling a small boy to shut u)). he won't buy any
led pop.

4. Going to turn to the right,
n. Pointing out a scenic spot.
(■>. (ioing to back up.

7. Feeling for rain.

8. Saluting a passing motorist, or going to stop.

— Ilardicorc Af/e

January Record of
Bids and Awards

DIVISION OF HIGHWAYS

AMADOR COUNTY— Timber bridge across Dry
Creek about 2.3 miles west of lone. Dist. Ill, lit. 34,
Sec. A. Engineer's est. $7,8!><).70. Bids opened as
follows : Holdener Construction Co., Sacramento,
.%s,8r.4.71 : M. B. McGowan. San Francisco. .$12.517 ;
M. A. Jenkins, Sacramento, $10,107. Contract
awarded to Holdener Const. Co.

ORANGE COUNTY— Building reinforced concrete
girder bridge, 40-foot roadway, across Aliso Creek
about 8 miles north of San Juan Capistrano ; and
widening existing reinforced concrete bridge 2 miles
south of Tustin, to 40-foot roadway, Dist. VII, Rt. 2,
Sec. B-C. Engineer's est. .$25,260.50. Bids opened
,Tan. 3d, as follows: A. R. Bishop, Long Beach,
$23,747.50; Allen Brothers, Inc., Los Angeles. $24,-
811.20; Warren & Warren, Los Angeles. $24,425.75;
California Air Construction Co., Inc., Los Angeles,
$23,442.80 : Oberg Bros., Los Angeles. $27,002 ; R. L.
Oaklev. Palo Alto, .$23,072; Paul M. White, Santa
Monica, .$21,071.::o : R. Johnson, Glendale, $23,380;
Ignace P. Lipji, Hollywood, .$24,232. Contract
awarded to Paul :\r. White, Santa Monica, .$21,071.30.

SAN LUIS OBISPO COUNTY— Foreman's main-
tenance cottage. Dist. V, Rt. .33, Sec. B. Engineer's
est. $3,150. Bids opened as ft)llows : L. II. Carpen-
ter of Paso Robles, $3,080 ; E. D. Jarvis, Atascadero,
■$3,575; .Tames Jepson, San Luis Obispo, .$3,802;
Peter Sorensen, San Francisco, .$.3, .383. Contract
awarded to L. H. Carpenter.

OF

DIYISIOX
\ECniTECTlJRE

MENDOCINO STATE HOSPITAI.— Tile roofing
work. Bids oi)ened .Tan. lOtli as follows: C. L.
Frost, Monterey, .$3,084; W. II. Saxby. Oakland,
$:;,100; R. E. Eraser & Co., Stockton, $.'},101 ; W. .L
I'oi'ter. San .lose, .$.*;.208 ; Eckhardt & Ferrabee, Oak-
land, .$.3,325 ; Homer H. Sosso, San Francisco, $3,44.5 ;
INIalott & IVterson, San Francisco, $3,(i7.5. ('ontract
awarded to V. L. Frost, Monterey, .$:),0S4.

PACIFIC COLONY (Spadra )— I'lumbing and
heating work on employees' buildings and garages.
I'.ids opened Jan, 24th as follows : Office estimate,
$10,017; Jones Heating Co.. P:is;idena, .$S.812 ; W. P.
McArthur. Los Angeles, .$0.50S ; Hickman Bros.. Inc.,
San I'edro. $0.57(') ; Latourrette-Fical Co., Sacramento,
.$0,810; Walter H. Smith. Long Beach, .$0,050;

CALIFORNIA HIGHWAYS AND PUlilAV WORKK.

;i9

Thoin.-is llavcrty Co.. Los Aiinvles. .i;il.4(t7. ('oiitract
.■iwiinlcd to Joiios llciitiiis C'o., I'lisadena, .$S,S12.

Fill' cU'ctriciil work on cinployt'os' buildings and
j;araK<'s. llid.s ojicnod Jan. 24tli as follows: Oflico
estimate, .$1,875. Moore Electrical Co., Los Angeles,
.fl.S.'tO; American Ehvtrical Construction Co., Ijos
AuK-eles. .$1,S7!»: K. K. .Tones Electric Co., S(mth
I'asadenji. .fl'.OCC. ; R. V,. AVinder, Covina, .$2.()7!» ;
Walter II. Smith. Lonj; Keacli. .$2,;3S.^). Contract
awarded to Mooi-e Electric Co.. .$1.S:',().

For fjcneral work on employee's building and
g.-irages. I'ids op(>ned .Tan. 24tli as follows: Office
estimate. .1^47, 054. C'ampbell Construction Co.,
Ontario. .$.'!0,25() ; A. A. Laisy & Co., Los Angeles,
$38,770 ; Gene B. Foster, Los Angeles, .$.39.011 ; .Tolin-
son Construction Co., Los Angeles, $30,090 ; Pozzo
Construction Co., Los Angeles. $41,492; Wm. Rohr-
bacher, Santa Ana. $41,085; MacDonald & Driver,
Los Angeles. $41,989; J. F. Kobler, Los Angeles,
$41,989; Geo. Herz Co., San B.n-nardino, 42,100;
\. Ray Gould, Los Angeles. $42,140 ; .Tohn Strona,
Pomona. .$42,2.50; Blue Ribbon Builders, Ontario,
.$42,898: .Tohn II. Kuhl, .Tr.. Beverly Hills, $42,902;
Nance »& Strauser, Sawtelle. $44,857 ; Louis A. Geisler,
Huntington Park, $4.5,778 ; Fred F. Greenfield, Los
Angeles, $45,918; Walter Slater Co., Los Angeles,
$51,133; Witt & Chute, Los Angeles, $42,988. Con-
tract awarded to Campbell Construction Co.,
Ontario. $36,250.

WATEB PERMITS

AND APPLICATIONS

Permits

Permits to appropriate water issued by the
Department of Public Works, Division of
Water Rights, during the month of Janu-
ary, 1928:

EL DORADO COUNTY— Permit 2950, Applica-
tion 5059 ; issued to Carl W. Schmidt, Piedmont,
January 16, 1928, for 0.001 c.f.s. from Celeste Creek
in section 22, T. 12 N., R. 17 E., for domestic pur-
poses in section 14. Estimated cost $1.50.

Permit 2946, Application 5082; issued to U. S.
Forest Service, Placerville, January 12, 1928, for
0.005 c.f.s. from Alder Creek in section 35, T. 11 N.,
R. 14 E., for domestic purposes. Estimated cost $250.

LAKE COUNTY— Permit 2953. Application 4788 ;
issued to Snow Mountain Water and Power Corpora-
tion, San Francisco, January 20, 1928, for 400 c.f.s.
and 214,813 acre-feet per annum from South Eel
River in section 14, T. 18 N., R. 10 W., for power
purposes. 21081 t.h.p. to be developed. Estimated cost
$3,200,000.

Permit 2954. Apjilication .5601 ; issued to Snow
Mountain Water and Power Corjioration, San Fran-
cisco, .Tanuary 20. 1928. for 4.500 acre-feet per annum
from South Eel River in section 14. T. 18 N., R. 10
W., for irrigation of 490.5.9 acres within Potter Valley
Irrigation District. Estimated cost $100,000.

LOS ANGELES COUNTY— I'ermit 2949, Appli-
cation .5.544 ; issued to Chas. A. Caldwell. IJano,
.January 16, 1928, for 0.007 c.f.s. from unnamed spring
in section 25, T. 4 N.. R. 9 W., S. B. M., for domestic
purposes in section 24. Estimated cost $1,000.

Permit 2958. Application .5558 ; issued to Frank A.
Hickman, San Dimas, January .30, 1928, for 0.12 c.f.s.
from waste and seepage water from headwaters of
Walnut Creek in section 2, T. 1 S., R. 9 W., for
irrigation of 10 acres in section 2.

PLACER COUNTY— Permit 29.5.5, Application
.541.".; issued (o T. M. N.avas, Auburn, .January 21,
192S, foi- (».19 c.f.s. from Buckeye R.avine in S(>ction
.'!6, 'l\ 12 N., II. 7 10., for domestic,' puriioses and irri-
gation on 15 acres in section 36. Estimated cost $800.

RIVERSIDE COUNTY— IVrmit 2951, Applica-
tion 5477 ; issued to U. S. I'orest Service, San Ber-
nardino, January 19, 1928, for 0.025 c.f.s. from
unnamed spring in section 26, T. 4 S., R. 2 E., for
domestic pui'iioses in section 26. Estimated cost .$.500.

I'ermit 29.52, Apidication 57.58; issued to U. S.
Forest Service, San Bernardino, January 19, 1928,
for 0.016 c.f.s. from two unnamed springs in section
18, T. 5 S., R. 3 E., for domestic purpo.ses in section

18. Estimated cost $1,000.

SAN BERNARDINO COUNTY— Permit 2945,
Application 4483 ; issued to U. S. Forest Service, San
Bernardino, January 12, 1028, for 0.11 c.f.s. from two
unnamed springs and two wells in sections 29, .30,

19, T. 2 N., R. 3 W., for domestic purposes. Esti-
mated cost $30,000.

IVrmit 2947, Application .5709; issued to II. B.
Martin, Los Angeles, January 13, 1928, for 0.22 c.f.s.
from a tunnel in section 28, T. 8 N., R. 18 E., for
mining and domestic purposes near point of diversion.
Estimated cost $.500.

I'ermit 2948, Application ,5436 ; issued to Isaac M.
McAllister, Phelan. January 13, 1928, for 1.81 c.f.s.
from Wild Horse Canyon in section 26, T. 4 N., R.
7 W., for irrigation and domestic purposes on 145
acres. Estimated cost $20,000.

SANTA CRUZ COUNTY— Permit 2944, Applica-
tion 5689 ; issued to C. A. Doss, trustee for Bracken
Brea Country Club, Oakland, January 11, 1928, for
0.025 c.f.s. from West Fork Sand Creek in section
24, T. 9 S., R. 3 W., M. D., for domestic purposes.
Estimated cost $5(X).

SISKIYOU COUNTY— Permit 29.56, Application
.5476; issued to B. F. Whitton, Berkeley, January
21, 1928, for 1 c.f.s. from unnamed spring in section
15, T. .39 N., R. 8 W., for power purposes in section
15. 08 t.h.p. to be developed. Estimated cost $.500.

TULARE COUNTY— Permit 2943, Application
5546 ; issued to R. Linder, Tulare, Januaury 11. 1928,
for 0.035 c.f.s. from Nelson Creek in section 28, T.
20 S., R. 31 E., for domestic purposes in section 33.
Estimated cost $1,2.50.

TUOLUMNE COUNTY— Permit 2957, Applica-
tion .5414 ; issued to Emma Rose and Hobart Estate
Co., San Francisco, January 24, 1928, for 4656 acre-
feet per annum from Highland Creek in section 9,
T. 6 N., R. 18 E., for power purposes. 3294 t.h.p.
to be developed.

A-ppUcations

Applications for permit to appropriate
water filed with the State Department of Pub-
lic Works, Division of Water Eights, during
the month of January, 1928.

ALAMEDA COUNTY— Application 5811; The
West Oakland Home, Oakland, for 0.3 c.f.s. from
Crow Canyon Surface and underflow tributary to San
Lorenzo Creek, to be diverted in section 25, T. 2 S.,
R. 2 W., M. D. M., for domestic and recreational pur-
poses. Estimated cost $2,.500.

CALAVERAS COUNT Y— Application 5803 ;
Pioneer Chief Gold Mines Co.. San Andreas, for 0.62.5
c.f.s. from South Fork of Calaveras River tributary to
Calaveras River, to be diverted in section 32, T. 4 N..
R. 12 E., M. I^. M., for mining purposes near point of
diversion. Estimated cost $2,000.

40

CALIFORNIA HIGHWAYS AND PUBLIC WORKS.

DEL NORTE C O U N T Y— Application 5808;
Wm. F. C(i<ik and Frank Pitts, Crescent City, for 0.5
c.f.s. from unnamed spring tributary to Middle Fork
of Smith River, to be diverted in section 28, T. 17 N.,
R. 2 E., II. M.. for domestic purposes. Estimated cost
$.")00.

FRESNO COUNTY— Application 5788; Miller &
Jaix, Inc.. San Francisco, for 735 c.f.s. from San
Joaquin River, to be diverted in section 19, T. 13 S.,
R. 15 I'].. M. D. M., for irrigation purposes on 58,796
acres. Estimated cost .$294,000.

KERN COUNTY— Application 5797; Trona Rail-
way Co., Trona, for 0.01 c.f.s. from Searles Tunnel,
to be diverted in section 21, T. 28 S., R. 40 E.. M. D.
M.. for industrial and domestic purposes. Estimated
cost $11,209.

LAKE COUNTY— Application 5798; Mirabel
Park Association. Oakland, for 3 c.f.s. from St Helena,
(drizzly and Plymouth creeks tributary to Putah Creek,
to be diverted in section 23, T. 10 N., R. 7 W.. M. D.
M., for mining purposes in section 23. Estimated
cost .$4,000.

Application 5799 ; Mirabel Park Association. Oak-
land, for 3 c.f.s. and 200 acre-feet from Bradford
Creek tributary to Putah Creek, to be diverted in
section 27, T. 10 N.. R. 7 W., for power purposes in
section 27. 10 t.h.p. to be developed. Estimated cost
.$15,000.

Api)lication .5800 : Mirabel Park Association, Oak-
laud, for 0.20 c.f.s. and 200 acre-feet per annum from
P.radford Creek tributary to Putah Crer!:, to be
diverted in section 27. T. 10 N., R. 7 AV., M. D. M.,
for domestic, irrigation and recreational purposes
in sections 14 and 23 on 100 acres. Estimated cost
.$5,000.

LASSEN COUNTY— Application 5812; G. L.
Kramer, Bieber, for 6.75 c.f.s. and 350 acre-feet from
Widow Valley Creek tributary to Pit River, to be
diverted in section 31. T. .39 N., R. 7 E., section 31.
T. 38 N., R. 7 E., for irrigation purposes on 540
acres. Estimated cost $3,000.

LOS ANGELES COUNTY— Application 5802;
Wm. E. Daly, Newhall, for 0.25 c.f.s. from unnamed
spring in Canton Canyon tributary to Piru Creek, to
be diverted in section 21, T. 6 N., R. 17 W., S. B.
M.. for domestic purposes at service station. Esti-
mated cost $600.

Application 5813 ; Grand P. Ealy, Los Angeles,
for 0.025 c.f.s. from springs at head of Breakneck
Canyon, to be diverted in section 1, T. 2 N., R. 13 W.,
for domestic purposes.

Ai)plication .5805; Joseph Reynier, Newhall, for
0.25 c.f.s. from a spring known as Reynier Spring
tributary to Santa Clara River, to be diverted in
section 11, T. 3 N., R. 15 W., S. B. M., for domestic
purposes. Estimated cost $2,500.

MADERA COUNTY— Application 5789 ; Miller &
Lux, Inc., San Francisco, for 277 c.f.s. from San
Joaquin River, to be diverted in section 22, T. 13 S.,
R. 16 I']., M. D. M., for irrigation purposes on 22,170
acres. Estimated cost $75,000.

Application 5790; Miller & Lux, Inc., San Fran-
cisco, for 175 c.f.s. from San Joaquin River to be
diverted in section 8, T. 13 S., R. 17 E.. M. D. M..
for irrigation purposes on 14,238 acres. Estimated
cost $131,750.

]\IODOC COUNTY— Application ,5792; Red River
Lumber Co., Westwood, for 55 c.f.s. from Ash Creek
ti'il'J'tary to Pit River, to be diverted in section 4,
T. 38 N., R. 10 E.. M. D. M., for power p\irposes in
section 19, T. 39 N., R. 10 E. 3435 t.h.p. to be
developed. lOstimated cost $250,000.

Application 5804 ; A. R. Conklin, Alturas. for 0.625

c.f.s. from Dry Creek tributary to Parker Creek, to be
diverted in section 2. T. 42 N.. R. 14 E.. M. D. M.,
for irrigation and domestic purposes on 72 acres.

Application 5795; John I'. Booth. San .Jose, for
.30 c.f.s. and 5500 acre-feet per annum from Mill Creek
and South Fork of Pit River tributary to Pit River, to
be diverted in section 28. T. 40 N.. R. 15 E.. section
10, T. .39 N., R. 14 E.. M. D. M., for power purposes.
1085 t.h.p. to be developed.

PLACER COUNTY— Application .5806: F. C.
Bock, Loomis, for 0.62 c.f.s. from Antelope Creek
tributary to Linda Creek, to be diverted in section
5, T. 11 N., R. 7 E.. M. D. M.. for irrigation and
domestic purposes on 50 acres. Estimated cost $225.

SACRAMENTO COUNTY— Application 5801; T.
Giraud. Rio Linda, for 0.19 c.f.s. from Dry Creek
tributary to Sacramento River, to be diverted in sec-
tion .33, T. 10 N., R. 5 E., for irrigation purposes on
15 acres.

SAN BERNARDINO COUNTY— Application
5791 ; U. S. Forest Service. San Bernardino, for 0.01
c.f.s. from unnamed spring tributary to Coldwater
Creek and North Fork Lytle Creek, to be diverted in
NAV:^ NEl section 10. T. 2 N., R. 7 W.. S. B. M.,
for domestic puri)oses on Pine Flats Resort Site.
Estimated cost $200.

Application 5793 ; Horace M. Dobbins, Los Angeles,
for 0.25 c.f.s. from an unnamed branch of Lone Pine
Canjon tributary to Cajon Creek, to be diverted in
section 10. T. 2 N., R. 6 W.. S. B. M.. for irrigation
and domestic purposes on 90 acres. Estimated cost
$2,000.

SAN DIEGO COUNTY— Application 5794 ; Chas.
E. Ingraham, Buena Park, for 0.5 c.f.s. from two
springs tributary to Mountain Springs, to be diverted
in section 25, T. 9 S.. R. 3 W., S. B. M.. for domestic
and irrigation purposes on 80 acres.

SAN JOAQUIN COUNTY— Application .5807;
Woodbridge Irrigation District, Stockton, for 500 c.f.s.
from Mokelumne River tributary to San .loaquin
River to be diverted in .section 34, T. 4 N., R. 6 E,,
M. D. M., for irrigation purposes on 35.000 acres.
Estimated cost 325,000.

SAN LUIS OBISPO COUNTY— Application
.5815; Marland Oil Co., Los Angeles, for 0.078 c.f.s.
from Nacimiento River tributary to Salinas River,
to be diverted in section 4. T. 25 S., R. 11 E.. M. D.
M., for mining purposes for boiler plant drilling for
crude petroleum oil and domestic use. Estimated
cost $3,200.

SHASTA COUNTY— Application 5796; Chas. F.
Dougherty, Hazel Creek, for 0.019 c.f.s. from unnamed
mineral spring tributary to Big Salt Creek, to be
diverted in section 22, T, 35 N., R. 4 W., M. D. M.,
for medicinal, recreational and industrial purposes.
Estimated cost $.500.

SISKIYOU COUNTY— Application .5814; Herman
Ilageborn, Montague, for 2 c.f.s. froui Trout Creek, to
be diverted in section 32, T. 42 N.. R. 1 E., for irri-
gation and domestic purposes on 100 acres. Estimated
cost $150.

TRINITY COUNTY— Application .5810; Buckeye
I'lacer Mines. Inc., AVoodland. for 15 c.f.s. from Buck-
eye Creek tributary to Trinity River, to be diverted
in section 24. T. 37 N., R. 8 AV., M. D. M.. for

hydraulic mining purposes. Estimated cost $6,000.

A'ENTURA COUNTY— Application 5,S09 ; Otto
G. AA'ilhelm, Los Angeles, for 0.5 c.f.s. from Santa
Ana Creek tributary to A'entura River, to be diverted
in section 7, T. 4 N., R. 23 W., S. B. M., for irriga-
tion and domestic purposes on 170 acres. Estimated
cost $:?8.ooo.

ROSTER

DEPARTMENT OF PUBLIC WORKS

STATE OF CALIFORNIA

C. C. Young, Governor

B. B. ]\Ieek, Director, Department of Public IForAs

Corning de Saules, Deputy Director, Department of Public Works

George C. Mansfield, Editor, California Highways and Public Works

DIVISION

of
HIGHWAYS

CALIFORNIA HIGHWAY COMMISSION

RALPH W. BULL, Chairman, Eureka

J. P. BAUMGARTNER, Commissioner, Santa Ana

M. B. HARRIS, Commissioner, Patterson Bldg., Fresno

JOSEPH M. SCHENCK, Commissioner, c/o United

Artists Studio, Santa Monica Blvd., Los Angeles

FRED S. MOODY. Commissioner, 6 40 Kolil Bldg.,

San Fi-ancisco

C. H. PURCELL, State Higliway Engineer, Sacramento

HARRY A. ENCELL, Attorney, San Francisco
E. FORREST MITCHELL, Secretary

HEADQUARTERS STAFF, SACRAMENTO

T. E. STANTON, Assistant State Highway Engineer

L. V. CAMPBELL, Office Engineer

FRED J. GRUMM, Engineer of Surveys and Plans

C. S. POPE, Construction Engineer

T. H. DENNIS, Acting Maintenance Engineer

CHAS. E. ANDREW, Bridge Engineer

R. H. STALNAKER, Equipment Engineer

C. L. McKESSON, Materials and Research Engneer

E. R. HIGGINS, Chief Accountant

DISTRICT ENGINEERS

T. A. BEDFORD, District I, Eureka

H. S. COMLY, District II, Redding

F. W. HASELWOOD, District III, Sacramento

J. H. SKEGGS, District IV, San Francisco

L. H. GIBSON, District V, San Luis Obispo

E. E. WALLACE (Acting), District VI, Fresno

S. V. CORTELYOU, District VH, Los Angeles

E. Q. SULLIVAN, District VIII, San Bernardino

F. G. SOMNER, District IX, Bishop
R. E. PIERCE (Acting), District X, Sacramento

General Headquarters, Third Floor, Strub Bldg.
Eleventh and P Streets, Sacramento, California.

DIVISION

of

CONTRACTS AND RIGHTS OF WAY

C. C. CARLETON. Chief

DIVISION

of
PORTS

Port of Eureka — F. B. Barnum, Supervisor
Port of San Jose — Not yet appointed
Port of San Diego — Not yet appointed

DIVISION

of

ARCHITECTURE

GEO. B. McDOUGALL, Chief, Division of Architecture

P. T. POAGE, Assistant Architect

W. K. DANIELS, Deputy Chief of Division

HEADQUARTERS

ALFRED EICHLER, Architectural Designer

H. S. HAZEN, Architectural Designer

W. E. MANHART, Architectural Designer

RODERICK MILES, Architectural Designer

HARRY W. DeHAVEN, Chief Architectural Draftsman

C. H. KROMER, Structural Engineer

CARLTON PIERSON, Specification Writer

F. M. STEWART, Principal Clerk

C. E. BERG, Engineer Estimates and Costs

J. W. DUTTON, General Superintendent Construction

W. H. ROCKINGHAM, Mechanical Engineer

W. M. CALLAHAN, Electrical Engineer

A. J. BEAKEY, Civil Engineer

Headquarters. 615 Forum Bldg., Sacramento, California

DIVISION

of
ENGINEERING AND IRRIGATION

EDWARD HYATT, JR., State Engineer and Chief,

Division of Engineering and Irrigation

J. J. HALEY, JR., Deputy Chief of Division

A. D. EDMONSTON, Water Resources Investigation

R. L. JONES, Bureau of Reclamation

W. A. POST, Santa Ana River Investigations

W. A. PERKINS, Investigation of Dams

S. T. HARDING, Irrigation and Special Investigations

Headquarters, 627 Forum Bldg., Sacramento, California

DIVISION

of

WATER RIGHTS

HAROLD CONKLING, Chief of Division

EVERETT N. BRYAN, Deputy Chief of Division

KATHERINE A. FEENY, Chief Clerk

SPENCER BURROUGHS, Attorney

CHARLES KAUPKE, Kings River Water Master

HARLOWE M. STAFFORD,

Sacramento-San Joaquin Water Supervisor

GORDON ZANDER Adjudication, Water Distribution

R. H. JAMISON, Ventura County Investigations

Headquarters, 707 Forum Bldg., Sacramento, California

J. H. CLARKE, Auditor, Division of Engineering and

Irrigation, Water Rights and Architecture

5742S 2-2S 5M

CALIFORNIA STATE PRINTING OFFICK

CALIFOR NI A

1. Cuesta Grade, San Luis Obispo

County.

2. Fifty-six-foot pavement on state

lilghway near Tustin, Orange
County.

3. Bridge across Crystal Dam, Skyline

boulevard, S'an Mateo County.

4. State highway between San Juan

and Hollister, San Benito County.

5. Pacheco Pass road near old Gilroy,

Santa Clara County.

6. Shepards bridge, foot of Mountain

Springs grade, Imperial County.

7. State highway near San Jose.

Santa Clara County.

S. Pedestrian bridge over state high-
way. Coast road, north of Santa
ISIonica, Los Angeles County.

!t. State highway near Bear Canyon,
Santa Cruz road, Santa Cruz
County,

10. Kincon sea wall. Coast road, Ven-
tura County.

HIGHWAYS

mms. vmsE msM

fropert^

""^^■m.^1

-OSSOM TIME
LONG A STATE
IGHWAY IN THE
ANTA CLARA
VALLEY

A I'ALM-LIXKD STATE HIGHWAY IX SOUTHERN CALIFORNIA

TABLE OF CONTENTS.

Page

Front Cover Picture — Blossom Scene Along State Higlnvay in Santa Clara County.

Austin B. Fletcher, Highway Builder 1 and 2

How tlie State Highway Forces Met Emergency Following Dam Disaster 3

California's ^lessage to Arizona 5

Bii Cminnissioner J. P. Banmyartncv.

Text of the Report to Governor Young on Causi's of St. Francis Dam Failure 6

Solving San Francisco's Road Problems 8

By J. H. Skeygs, District Engineer.

A Wliole Town in One Institution 10

By C. H. Kramer, Structural Enyineer, Dirision of Architecture.

A Super Highway in Europe 11

Hi/ C. L. McKesson, Research Enyineer, Dirisioi of Hiyhicays.

Economics of Coordinated Water are Studied by Legislative Committee 13

T'nique Sierran Contrasts are Offered by California State Highway 15

By W. A. Chalfant, Editor Inyo Register.

p]ditorial — Theories of State Highway Financing 17

Highway Policies in California 18

Hi/ B. B. Meek. Director of the Deyartment of Public M'orks.

Santa Barbara to Plant Trees Along Twenty ^lilcs of State Highwav 21

Traffic Recommendations of Supervisors 32

Communications 33

Text of Feather River Routing Report 36

Progress Reports from the Field -40

Water Permits and Applications 1:3

Back C-over Picture — Blossom Scenes on Desei't HighwaA's.

^ .A

Xs

A FLOWER-LINED STATE HIOHWAY IN NORTHERN CALIFORNIA

XI He l)«ii«rcd memory of

JUl^-rur B. TL£,T(l'RER

Slate f)\gibms Engineer of €dlifornia

from 1911 to 1923, tbi$ issue of Californid Rlgbways

and Public morks 1$ dedicated

be'ta^k of pioneering tbe 'development of jZfaliforniaf bigbwaysy^ent
was tbe^»ork tbat felf to tbelot of "fl,Br ^nto tbe>e earljf road/,
be built not only tested cement and proven aj^pbalt, well wrougbt^steel
and goo^a maca^dam^^but more permanent and enduring tban aggregate^
and metal , were ^jf fine ideajrof bonest, able -and efficienr'public service,
wbicb aljs:o became an integral part of tbe bigbway^, forming a foundation upon
wbicbtbejfr^enfroad>of0aliforniaaretbe/uper$tructure/'> > , ^ ^ >

^ ^ -^r.Tletcber lived to^ee tbe tree of bis lif^mature and fruit in an added
J)appin{ir and an enlarged iisifulnej? given to tbe wbole people of California,
ulbat greater monument could anyone build? "XUbat greater reward could a;ty
oneaik? ,,^-^,^--^ -----------

CM.I I'Oh-MA IIKiinVAYS AM) I'l lil.lc WOh'Ks

Austin B. Fletcher, Highway Builder

By C. C. Cakletox, Chief of thu J )ivi.sion of Contracts and Rights of Wa>-, State Driiai-lnient of I'lililir \Vorks.

EASTERN (lispatelios on March 8th an-
nounced tlie i)assing' of one of the most
ifotabk^ liiglnvay engineers of our
time — Austin I^>railstreet Fletcher, first State
IJigliway Engineer of California.

Perhaps no modern road builder has a more
iini)res8iye record of achievement than he.
Certainly none has more greatly influenced
the thoughts and methods of his associates
and contemjioraries.

Mv. Fletcher was born at Cambridge Mas-
sachusetts, fifty-six years ago. He was edu-
cated at Harvard University. From 1893 to
19] 0 he was secretary and executive officer
of the ]\Iassachusetts Highway Commission
which was considered a model in highway
])ractices in the United States. In 1910 he
was chosen as secretary-engineer for the San
Diego County, California, Highway Commis-
sion after a careful consideration of the out-
standing road engineers of America. In 1911
he was selected by Governor Hiram W. John-
son to head the first State Highway Depart-
ment of the State of California, in which
■capacity he served until 1923. During this
]')eriod he also served as Director of Public
Works and President of the State Reclama-
tion Board. Since 1928 he has occupied a
res])onsible position as Consulting Engineer
for the United States Bureau of Public
Roads at Washington, D. C, which was his
official residence at the time of his death.

]Mr. Fletcher was particularly recognized
as a great organizer and an adept in the
selection of personnel. He had extraordinary
discernment in his analyses of the character,
(jualifications and integrity of ap]ilicants for
])Ositions at his disposal.

It became his duty to assembly the initial
engineering field forces at the commencement
of state highway activities in California in
1911. and from the outset he endowed it wnth
an es]irit de corps which has probably been
unefjualed in any similar organization.

It is a remarkable fact that today, in 1928,
every district engineer and ])ractical1y every
dei)ai'tment head of the California Highway
C^onnnission has been brought into the organi-
zation and trained and developed by him. A
host of others in public employment every-
M-here have been the beneficiaries of his tute-
lage.

It may be safely stated that no public
executive in California ever had a more loyal
and devoted staff than he during his long

tenure of the i)osition of State Highway
Engineer of California. His co-workers
prized it as a privilege and a distinction to
labor under so ])recise, systematic and cul-
tured a friend and leader as Mr. Fletcher:
indeed, from him they received a liberal
education in the proper forms, niceties and
methods of business management and engi-
neering practice.

Mr. Fletcher was called to California
because of his widespread reputation as a
road builder and because he was considered
big enough to establish precedents rather than
to follow in the. footsteps of other men. So
well did he install system in California that
few changes have been made or perhaps can
be made in the engineering principles and
standards devised by this far-seeing pioneer
of highway development. His ideas and ideals
will ever remain foundation stones of the
organization structure of the State Highway
Department of California.

He was a strict disciplinarian but tempered
his discipline with such kindness and con-
sideration that few stings were ever left and
but few subordinates took umbrage at his
endeavor, as he humorously expressed it, "to
keep them in their own corrals." '

To many who did not truly know him ]\Ir. |
Fletcher was considered somewhat austere
and aristocratic. He was a man of quiet
dignity, worthy ancestry and scholarly
accomplishments, and by some he was mis-
judged and by others misrepresented.

But to those who really knew him his
human and engaging qualities were pre-
dominant and they feel a profound personal
grief at his taking.

The writer first met IMr. Fletcher when he
arrived in San Diego to undertake the con-
struction of the first county highway system
of San Diego County nearly two-score years
ago.

He was then spoken of as a "typical" New
Englander i^ersonifying the manners, culture
and traditions of the east.

But he was to become a pathfinder in road
building in the west. Western ways were
new to him at first, but in the years to fol-
low he adjusted himself to his surroundings
and the closing statement may be safely
ventured that could he now express himself
he would prefer to be borne in mind by his
friends in the west as a gentleman and a Cali-
fornian.

CALiroh'MA II l<; II WAYS AM) PUIiLK' UOA'AN

^^ii^^ Public iibt^

How the State Highway Forces Met

Emergency Following Dam Disaster

DAiMAGE estimated at $150,000 Avas
suffered by tlie Oalifoniia highway
system wlien the St. Francis dam failed
at midnight on March 12th. Of this damage,
liowever, approximately $70,000 was repre-
sented in a bridge over the Santa Clara River,
the replacement of which at another site had
already been decided upon. The net damage
to the state highway system, accordingly will
be about $80,000.

The tiood placed a
threefold respon-
sibility upon repre-
sentatives of the
Division o f High-
ways. The failure of
the dam occurred at
11.58 p.m. At 2 a.m.
Maintenance Fore-
man L. B. Prosper
was notified at the El
Rio maintenance sta-
tion of the collapse
of the structure and
that a great flood was
rushing down the
channel of the Santa
Clara River.

Mr. Prosper im-
mediately summoned
his crew and
stationed m en at
either side of the
bridge crossing the
Santa Clara River to
warn motorists of the
coming danger and
to throw barricades
across the road.

This was the first task to be performed. A
number of lives were undoubtedly saved by
the efforts of the highway crew. The story
is told, however, of one machine that refused
to sto]i, ap])arently fearing a possible hold-up.

Second came the duty of assisting in rescue
work.

Third came the task of reestablishing com-
nnmication into the flooded area that relief
work might be facilitated.

In all three tasks members of the Division
of Highways did their part ably and well.

COMMENDATION IS GIVEN TO HIGH-
WAY EMPLOYEES

By B. B. Meek, Director of the Department of
Public V^orks.

I AM most gratified at the prompt and intel-
ligent manner in which District Engineer
Cortelyou and the men associated with
him in every capacity met the emergency that
arose from the flood which followed the collapse
of the St. Francis Dam.

Persons most closely associated with rescue
and relief work have informed me that the
early reestablishment of communication in the
flooded area made possible by highway forces
was a most important factor in their work.

While the destruction of life and property in
this disaster occasions the deepest sorrow, yet
it is good to know that in time of stress and
danger the state has in its employment men
of clear thought and quick action, men to whom
the call of duty takes precedence over personal
safety, and who have no regard for hours of
labor when difficult tasks are to be performed.

The thanks of the Department of Public
Works is due all of the men who labored so
fearlessly and so arduously in the days and
nights following this great disaster. It is this
spirit that has made the Division of Highways
of the State of California known and respected
the nation over.

reflecting credit upon themselves and honor
U])on the De])artment of Public Works.

FLOOD HITS MAINTENANCE STATION

Mr. Prosper was patrolling the Santa
Clara bridge when the rush of the flood first
became audible. Fearing for safety of his
wife in the maintenance cottage, he rushed
to her aid. They drove east in their car just as
a four-foot wall of water struck the El Rio
maintenance y a r d.
This yard is located
nearly a half mile
from the east end of
the Santa Clara
River bridge.

Mud and debris
were deposited every-
where over the main-
tenance yard. Road
e q u i p m e n t was
buried hub-deep in
mud. Water filled
the cellar of the cot-
tage and soon flooded
the interior of the
house. Damage of the
maintenance yard is
estimated at $2,000.

Between the main-
tenance yard and El
Rio, about 3000 feet
to the east, flood
water crossed the
highway depositing
mud and debris on
the pavement. The
Santa Clara channel,
over 2000 feet wide,
was filled to overflowing. The main force of
the flood struck the west end of the bridge.

TETRAHEDRONS DEFLECT WATER

Standing directly in the i)ath of the torrent
a row of thirty tetrahedrons extended out
from the river bank. These were struck by a
wall of water 15 feet high.

This wall of water carried with it a mass
of large, uprooted trees, telephone and power
poles, portions of buildings and barns which
had been destroved bv the flood, and this

CALIFORNIA HIGHWAYS AM) J'lltlJr ]V<U{KS

battoi-in,s; ram was at work for several lioiu's in its
attack on the westerly approaches of the highway and
railroad bridges. The force of the rushing waters was
so tremendous that the entire row of thirty tetra-
he<lrons. weighing over 200 tons and laced together
with seven lines of inch cable, was swung back a

AYluio the Santa Clara bridge was swept away.

hundred and fifty feet toward the river bank at the
downstream end. pivoting about the heavy concrete
anchi.>r at the bank on the upstream end, which held
firm.

The earth approach to the west end of the Sauta
Clara Ijridge was not damaged, the water being

The bridge three hundred feet down stream.

deflected by the tetrahedrons. The flood, however,
topped the bridge floor by a foot and carried away
240 feet of the bridge and all of the concrete pile bents
supporting it. A hundred feet or more of the bridge
deck was thrown high on the west river bank where
it lays intact over oOO feet from where it was
displaced.

l!AMv I'UOTECTION HAS SEVEKE TEST

It is worthy of note that this recently completed
bank protection at the west end of the Santa Clara
River state highway bridge near Montalvo in \'en-
tura County, though damaged and badly displaced by
the terrific flood, proved effective and prevented a
damage to the state highway, to the Southern Pacific
Railroad and to the abutting property, which, without
this i)rotection, would have been many times the
oi'iginal ct)st of the bank protection.

lO.xceiit for the line of defense made by these rein-
forced concrete tetrahedrons, the rushing flood waters
would have washed away many acres of fertile ground
on the west bank of the river; would have washed
away the earth embankments at the west end of the

Tetrahedrons thrown into tlie banl<.

state highway bridge and of the bridge on the main
"Coast line"' of the Southern Pacific Railroad.

DISTRICT EXGINEEK ON J015

District Engineer Cortelyou was informed early
Tuesday morning of the disaster and left inimediatel.v
for Saugus. Field investigations quickly showed that
the 200-f()ot steel truss span over the Santa Clara
River had been entirely washed out. He immediately
instructed his assistant to engage ;i pile driver and
crew. Refore leaving r>os Angeles he communicated
with Chas. 10. Andrew, bridge engineer, who was in
IjOs Angeles at the time. Mr. Andrew left immediately
for the scene of the disaster to assist in bridge opera-

Section of pavement in the Hooded area.

The temporary bridge.

tions there. District INIaiutenance Engineer I. S.
Vofuhees and Assistant District Maintenance Engineer
I'l "^r. Scott were also with Mr. Cortelyou.

Inasmuch as the Newhall alternate line con-
templates the abandonment of the narrow steel truss
span over the Santa Clara River and the construction
of a wider bridge several hundred feet up stream with

(Continued on page 22.)

CALlFORyiA IIKIllWAYH AND PUJiLlV ^VOJ{^<s

California s Message to Arizona

State Highway Commissioner Baumgartner Pleads for tlie Unity that Is

Particularly Denoted in Bridges

The Department of Public Works and the Divi-
sion of Highways was represented at the dedication of
the Mecca-Blythe bridge on March 10, by J. P.
Baumgartner, State Highway Commissioner. Mr.
Baumgartner's address on that occasion follows:

IT IS with sincere pleasure and feeling of
honor tliat I bring you the greetings, com-
pliments and congratulations of the
Department of Public Works and the Division
of Highways of the State of California. In
doing so I speak personally for Mr. B. B.
Meek, the Director of Public Works, whose
special representative I have the honer to be on
this occasion. I have also been asked to repre-
sent personally and bring you the personal
greetings of my colleagues on the California
Highway Commission, Mr. Ralph W. Bull of
Eureka, Senator M. B. Harris of Fresno, Mr.
Fred S. Moody of San Francisco and Mr.
Joseph M. Schenck of Los Angeles.

AVe have all looked upon this occasion as of
great importance and significance. We regard
this bridge as not only a physical link between
the two great commonwealths of Arizona and
California, but as a spiritual joining of our
common interests and destinies. We indulge
fondly in the hope that it will prove to be so.
The only fly in the ointment is that the only
California .state highway leading directly to
this bridge stops four miles east of it, and
that the bridge was not built by Arizona and
California as it should have been. I feel that
I can promise that the California state high-
way Avill soon be extended east to the entrance
of the bridge, and that I am justified in the
prediction that, in the fullness of time, this
and all other toll bridges and toll roads in
California and Arizona will become state
property and free to all traffic.

Arizona, as well as California, is an empire
in itself ; like California, is so vast in re-
sources and territorial extent that its people
know California and Californians know its
people to a very limited extent. If I may be
pardoned for what may seem, but is not
intended to be, the sounding of a discordant
note, I will venture the prediction that if the
people of California and those of Arizona
knew each other better we would not now be
struggling against each other in a vitally

important matter in which we should be in
full accord. And I believe I am not unduly
0])timistie in expressing the belief that in this
matter and in all others wherein our destinies
are or may be joined we shall soon come to be
a civically and morally, as Ave are now an
economically, united people of the great
Pacific Southwest.

It would seem to be not unfitting for me
to call the attention of those here assembled,
especially those from Arizona, to the fact
that California has planned to spend during
the next two years very close to a half million
dollars on the improvement of roads leading
to this bridge. Our hope is that Arizona will
not only meet us here and at all points and
kinds of contact with good will and good
intentions, but also at the earliest possible
moment, at this point at least, with good
roads. In this connection, I am not unmind-
ful of the fact that in some of our interstate
connections Arizona puts California to .shame.
I am happy to assure Arizona, and California
as well, that definite plans have been made
and money has been budgeted for improving,
very soon and very materially, all of our
interstate connections on the California side.

California's state road-building program
contemplates the expenditure during the
ensuing biennium of very close to fifty mil-
lion dollars in reconstruction, new construc-
tion and maintenance of roads ; and the work
to be done during the same period by the
counties of California will bring the state's
total investment in roads for the biennium
up to about one hundred and sixty million
dollars.

To my way of thinking, a bridge like this
is a marvelous thing. I like to think of life
in terms of bridges. Bridges connote connec-
tions, not severance. They mean easy, safe
and economical intercommunication. They
are socially and morally constructive as well
as industrially and commercially so. They
provide that vital thing we call contact — not
physical contact alone, but the finer contact
that produces the spiritual spark. And
bridges mean beauty. At least some of them
do and all of them should. It is almost a
crime to build an ugly bridge, especially in
California or Arizona, Avhere most bridge
settings are so beautiful. Our bridges should
(Continued on page 25.)

<• \l.l I'Oh'MA IIICIIWAYS AM) I'IUL/C WOh'hS

Text of the Report to Governor Young
on Causes of St. Francis Dam Failure

TJIJ'J COMl'LETE f(.ii of the report siibiitiftcd lo Governor Young by the Board of
Juquiry appoiniid by liint to investigate the causes leading to the failure of the St.
Francis Dam at midnight on March 12th is herewith printed. The report represents
the unanimous opinion of the engineers and geologists comprising the Board of Inqniry. In
receiving the report Governor Young called public attention to the fact that the members
of the board, comprising some of the most eminent engineers and scientists of the nation,
had served without compensation, thns placing their report, in the ivords of Governor Young,
"upon an exceptionally high plane of public service." Memhcrs of the Board of Inqniry
were: A. J. ^yiley, chairman, Consulting Engineer, Boise, Idaho: Geo. D. Louderback, Pro-
fessor of Geology, rniversity of California, Berkeley: F. L. Bansome, Professor of Economic
Geology, California Institute of Technology, Pasadena; F. E. Bonner, District Engineer,
U. S. Forest Service, and California Eepresentative Federal Power Commission, San Fran-
cisco; H. T. Cory, Consulting Engineer, Los Avgeles: F. II. Fowler, Consulting Engineer,
San Francisco. The report follows:

Los Angeles, California,

March 24, 1928.
The Honorable C. C. Young,
Governor of California,
Executive Offices,

Sacramento, Cedifornia.

Sir : Your commission to investigate the
causes leading to the failure of the St Francis
Dam assembled in Los Angeles on the morn-
ing of IMarcli 19, 1928, and was met at the
state offices by Mr. Bert B. Meek, Director of
Public Works, and Mr. Edward Hyatt, State
p]ngineer. The initial session of the commis-
sion was called to order by Mr. IMeek as your
personal re])resentative, Avho delivered your
instructions as follows:

'•\()t only Califoriiiii. but all the nation, has been
appalled by the dreartful calamity which has befallen
the beautiful little Santa Clara River Valley in Los
Angeles and Ventura counties. This is a matter in
which there are obviously three i)arties at interest —
the stricken area of the two counties, the city of Los
Angeles and the public at large. All of these are
obviously e(iually anxious to loarn jill of the facts con-
nected with this disaster.

I accordingly feel that it is a duty of the state to
.•issend)le a commission of eminent <'ngineers and
scientists to inv<'Stigate the causes leading to the
failure of the St. Francis Dam.

The prosperity of California is largely tied up with
the storage of its Hood waters. We must have reser-
voirs in which to store these waters if the state is to
grow. We can not have reservoirs without dams.

These dams must be made safe for the people
living below them. All this is both elemental and
fundamental.

Accordingly our duty is a double one. We must
learn, if it is possible, just what caused the failure
of the St. Francis Dam ; the lesson that it teaches
must be incorporated into the construction of future
dams. There must be no repetition of this catastrophe
if it is humanly possible to prevent it."

Guided by such instructions, the commis-
sion has carried out its investigations in field
and office. ]\Ir. IMeek and JMr. Hyatt have
held themselves constantly available for con-
sidtation and aid, and it is only through their
assistance that the commission has been able
to complete its work within such a limited
time.

Through the cooperation of My. Wm. Mul-
boUand, chief engineer and general numager
of the Bureau of Water AVorks and Su])ply,
city of Los Angeles, your commission has been
furnished plans, photographs and other data
concerning the design, construction and opera-
tion of the St. Francis Dam. These data
inchule the results of certain measurements
and surveys made after the disaster.

Indepeiulent surveys and measurements
were made for the commission by the forces
uiuler IMr. S. V. Cortelyou, District Engineer
of the California Highway Commission. The
state highway force also secured all test sj^eci-
mens selected by your commission, and prep-
aration and testing of the specimens were

CM.II'OHMA IIKHnVAYS AM) PlllLIC WOh'KS

Upper left, The St. Francis reservoir
before the collapse of the dam. Lower
left, Scene at the dam site following the
failure of the structure. Note the por-
tion of the dam left standing and the
white markings on the stream bed which
denote the height that the water reached
as it rushed down the stream. Upper right.
Scene at brow of west wing showing
cross-sections of formation upon which
dam was built.

carried out under the direction of Mr. W. A.
Perkins, hydraulic engineer of the State
Engineer's office. Mr. Perkins also prepared
the table of discharge deduced from the chart
made by the water register on top of the dam.
Geological conditions at the dam site have
been the subject of careful study by Dr.
George D. Louderback, and by Dr. F. L. Ran-
some, members of the commission.

DESCRIPTION OF ST. FRANCIS DAil

Construction of the dam was begun in April, 1924,
and the structure completed May 4, 1926. It was
located on San Francisquito Creek in section 1, T.
5 N., R. IG W., San Bernardino meridian, between
San Francisquito Power House No. 1 (upstream)
and Power House No. 2 (downstream). The reser-
voir created by the dam was primarily for terminal
storage near the lower end of the Los Angeles Aque-
duct which conveys water from the Owens River
region. Incidentally it was expected ultimately to
catch the run-off from the San Francisquito Creek
drainage area above it. of approximately 37 square
miles. liCgal rights to do this, however, had not been
secured, and it is understood that such local waters
were passed through the reservoir. The drainage area

above the dam, and the location of the Los Angeles
Aqueduct and power plants with relation to the
streams, highways, etc., are shown on the map. A
profile of the nearby portion of the aqueduct, includ-
ing the St. Francis Dam and reservoir, is shown.
It will be observed that water which passed to St.
Francis reservoir could not be utilized through Power
House No. 2

The dam was of the solid gravity type, curved on a
radius of 500 feet to the upstream face at the crest.
Its right or westerly end was continued by a wing wall
which followed in general the crest of a narrow ridge,
finally terminating at a high point about 500 feet
from the end of the main dam ; a small gap beyond
this point was closed by a low concrete wall. The
maximum cross-section, and a plan of the dam (includ-
ing wing walls, etc.) Maps and plans furnished by
the Bureau of Water Works and Supply show that
the crest thickness of the dam was 16 feet, and the
maximum section was 205 feet high and 175 feet
thick at the base. The batter of the upstream face
changed from 1 in 27 to 1 in 10, and finally in the
extreme bottom to 3^ in 10. The downstream face
was carried up in a series of steps uniformly 5
feet high, and with widths varying from 5.5 feet near
the bottom to 1.45 feet near the top. The length
of the main dam measured along the center line of

(Continued on page 25.)

CAIJFOh'.MA Jl lull WAY. S A\J) PUBLIC M'Oh'Ks

Solving San Francisco's Road Problems

By J. H. Skeggs, District Engineer, San Francisco.

J. H. Skeggs.

THE first unit of the state's portion of
the Bayshore is now being advertised.
It is the section from San Francisco
to South San Francisco on new alignment and
grades and consists of heavy grading with
temporarj' surfacing pending settlement, the
cost of the 4.36 miles to run well over a half
million dollars.

The second section, South San Francisco
to Broadwav Station, Burlingame, as graded
in 1926 by D. R. Foley and
Company, has been in an
unsurfaced condition. Since
the South San Francisco
underpass is completed a
contract was let in Decem-
ber to Granfield, Farrar and
Carlin for regrading and
surfacing with rock. This
job is well under way, the
grading nearly completed
and the rocking well started.
Rains have been the decid-
ing factor on this job as on account of the
material used in subgrade, in wet weather
heavy trucks can not work. With the laying
of rock this is overcome and it is expected that
the job will proceed at a fast rate. Upon
completion of rock surfacing a final surface
of oil treatment of a biturainized macadam
will be placed before opening to traffic.

REALIZATION OF LONG DREAM

The third section from Broadway Station,
Burlingame to Fifth avenue, San Mateo, is
to be advertised in the near future and it
can be said that the dream of years, a wide
road with easy grades to relieve the Penin-
sula highway and accommodate the expected
heav}^ trucking to the new industrial sites
along the water front, is no longer merely a
dream but well on its way to realization.

THE BROKEN BOTTLENECK

The much-discussed Bottleneck through
Colma and the cemeteries has not only been
broken, but has been trimmed up, smoothed
out and beautified until it not only meets the
traffic needs but as recently completely paved
by Ilanrahan Company it is a pleasure to
the driver and is an engineering accomplish-
ment over which any engineer might jastly
feel proud.

COORDINATING CONSTRUCTION AND TRAFFIC

The construction of the pavement on this
contract was an example of coordination of
plans for construction and traffic needs. It
was constructed in a series of 10-foot strips,
placed in pairs where possible and the pro-
gram so arranged that at all times the old
pavement, several short rock detours, and the
ncAvly constructed stri^^s were so combined
that traffic was inconvenienced so little that
it was often remarked that the confusion was
even less than that on the old road before
the job was started. Consisting of two 30-
foot concrete pavements separated by a 28-
foot curbed-in strip used by the Market Street
Railway it does awa,y with confusion of tAvo-
way traffic, safeguards the traffic from street
car interference and meets the requirements
of the heaviest traffic of any highway in the
state, that of approximately 29,000 cars in
a 16-hour count.

SKYLINE BOULEVARD

The Skyline boulevard is again on the con-
struction program. Since the bond issue
funds were exhausted, little has been done on
this highway except to oil and rock it under
maintenance crews.

The constructed section extends from San
Francisco along the hills adjacent to the
ocean to a junction with the La Honda road
at the summit between the ocean and Wood-
side.

This accommodated the daily traffic and
week-enders whose destination was the
beauties of La Honda or way points.

With the advent of the additional one-cent
gas tax, funds are available to continue this
road ; accordingly it is expected that bids will
shortly be invited and if satisfactory a con-
tract let for grading and surfacing this 14-
mile stretch which extends from the La
Honda road to Saratoga Gap which will
afford a new and continuous route from San
Francisco to the city of Santa Cruz via the
California Redwood Park and the town of
Boulder Creek.

VALLEY ROAD CONNECTIONS

The state highway connecting San Fran-
cisco and the East Bay cities with the San
Joacjuin and Sacramento valleys is rapidly
api)roaching a standard that will meet
increasing demands of tourist and truck
traffic.

CALll'Oh'MA lll<;in\A)S AMJ I'UBLIV WOh'hs

The installation of rock shoulders from
the northerly boundary of Alameda County
to Livermore by maintenance forces, and the
completion of 9 miles of second-story concrete
pavement 20 feet wide, from Livermore to
Dublin, by Contractor Ball, have led up to
the Dublin to Hayward section, which is now
under contract by Ariss-Knapp Company of
Oakland. This road is being widened, align-
ment and grades improved, and rock surface
placed, while at the same time three concrete
arch bridges are being built at line changes
by Contractor E. B. Skells.

CONSTRUCTION ' ' PROGRAMMED ' '

The system of programming long jobs is
well proved on this contract. The contract
was let with the stipulation that as the job
would last over the winter, certain work was
to be done before the winter rains to allow of
a systematic control of traffic and the carry-
ing on of that part of the work during the
rains that would least interfere with traffic.
This has been done. The section from Dublin
to three miles westerly toward Hayward has
been graded and rocked. Heavy cuts at a point
three miles west of Dublin, known as Bulmer

(Continued on page 31.)

10

CM.I l'i)l{\ lA II Id II WW) S A\l> I'lliLIC WOh'h'S

A Whole Town in One Institution

SoiucfJiiiif/ of the Wi(h> J?(iiif/e of Duties that tlie Division of Arehiteefure

Covers

liy ('. 11. Ki:o.MEit. JMfmhtT American Society of Civil Engineers, Structural Engineer, Division of Architecture.

rpi HE TASK of building a whole town in
I one institution is tlie job that confronts
tlie Division of Architecture in plan-
ning tlie construction program of the larger
institutions of the state.

This is true because these state institutions
in large part are in the nature of small

municipalities. A
few facts will illus-
trate this.

The population of
state hospitals is
a])proximately 2000
each. San Queutin
— the larger of the
two state peniten-
tiaries— has a total
]iopulation of over
4000 people and is
gaining an average
rate of three prison-
ers a day. Folsom
has a ])opulation of
ci])proximate]y 2500
]ieople. Other state
institutions have
larger populations than many of the smaller
incorporated cities of California. Thus in
l)lanning a construction ])rogram for one of
these institutions the Division of Architecture
must meet the engineering requirements
demanded of the city engineer, together with
the requirements demanded from an architect.

MORE THAN BUILDERS

But this. is not all. The Division of Archi-
tecture is not concerned alone with building.
Consideration must be given to care for the
l)liysical well-being of the wards of the state;
to providing them with heat, light, hosjutal
facilities, Avorkshops, cooking and dining
facilities, places for the care and repair of
clothing, and a large number of other
activities that in the town are met by
s])ecialized service.

The Division of Architecture accordingly
must be a specialist in the general practice of
tlie profession. The state architect must
know how to build industrial plants of various
kinds. Brick-making ]dants, gas-making

Kromer.

])lants, machine shops, laundry, meclianical
and electrical plants, as well as a score or
more of other industrial establishments, come
Avithin the range of his activities.

In addition to being an industrial engineer
the state architect must also be a practical
farmer with expert information on how hay
barns, silos, dairy and other farm buildings
should be built.

This is only part of the story. He must be
an expert on kitchen construction and refrig-
eration equipment. And his information on
this subject must represent the very latest
thought in the architecture and planning of
dietary institutions.

Nor does this end the tale. Institutions
must be heated. Water must be provided.
Sewage systems must be laid out. Irrigation
plants must be developed. And in general
the Division of Architecture must plan a
state institution in all the details needed in
the life of a municipality.

HOW THE MrORK IS DONE

It is of interest to know how this is done
and the care that is taken to guard against
mistakes.

At the head of the Division of Architecture,
which is an integral part of the Department
of Public Works, is the state architect. An
assistant chief of the Division is in charge
of all designs, and a deputy chief is in direct
charge of the administrative and financial
work of the Division.

In order that it may more efficiently pro-
vide the services demanded of it the Division
is divided into Architectural, Clerical, Esti-
mating, Construction and Engineering sec-
tions; but in carrying out the various pre-
rogatives of the Division the sections are
actually further subdivided into the follow-
ing units : Architectural Designing and Draft-
ing, Specification Writing, Structural Engi-
neering, Estimating, Engineering (Mechani-
cal, Electrical and Civil), Construction and
Clerical. In addition there is an Accounting
De]>artment maintained in connection with
the Division of Engineering and Irrigation
and the Division of Water Rights.

Pour designers and two assistant designers,

(Continued on page 23.)

cM.i rouM [ ///f,// II .1 v.s' .1 \ /> I'tnijr uo/.'An

11

z4 Super Highway in Europe

liy C. L. MoKiossON^ Material and Research Kiigineer, Dixisi

if llif^hways.

C. L McKesson.

THIS very unusual liig'lnvay project 42
miles in leng'tli extending from Glas-
gow to Edinburgh, in Scotland, is of
unusual interest in that it is })robably one
of the most expensive pieces of road con-
struction ever undertaken. It has been care-
fully designed to meet the designs of modern
liigh-speed i n t e r u r b a n
traffic. In t.ype of con-
struction it exemplifies the
most approved European
construction.

COST OP QUANTITIES

Some idea of the magni-
tude of the project will be
conceived from the follow-
ing table of costs and
quantity : The total esti-
mated cost is $10,878,262.64
including $1,776,272.50 for bridges and
$942,962.24 for lands. The average construc-
tion cost, exclusive of bridges and right of
way is about $195,000 per mile. Excavation
of soft material 2,150,000 cubic yards ; exca-
vation rock 67,000 cubic yards ; weight of Tel-
ford base 300,000 long tons ; weight of surfac-
ing 153,000 long tons ; length of drains
82^ miles ; maximum depth of cut 24 feet ;
maximum height of embankment 44^ feet.

ADJUSTABLE BRIDGES

The road traverses a rather sparsely popu-
lated section and passes through several vil-
lages but no large towns or cities. Most of
the road is on new location although old
routes have been utilized for a portion of the
way. Coal mining has been carried on for
many years in the region traversed by the
road and subsidence of the entire countryside
occurs from time to time. This unusual con-
dition has been taken into consideration in the
design of bridges which have been made
adjustable by keeping the deck separate from
the abutments in such places and by provid-
ing recesses in which hydraulic jacks can be

*This is the first of a series of articles by C. L.
McKesson, Material and Research Engineer, Divi-
sion of Highways, giving his impression and obser-
vations of road practices and some additional
engineering features gleaned during a trip through
the British Isles and France, with a brief side trip
into Germany. This trip in so far as road inspec-
tions were concerned covered approxmately 2000
miles of automobile travel.

l)hiced for the purpose of raising the bridge
deck from time to time as this becomes n(>ces-
sary. In one or two places where the coal
has not already been mined the highway
authorities purchased the coal "in place"
from the owners with the understanding that
it be allowed to remain and that lowering of
the road be thus avoided.

SEPARATE TRAFEIG LANES

In the design of this improvement the
engineers took into consideration the prob-

Telfoi'd base under construction.

ability of urban development along the new
route. They also took into consideration the
difficulty which has been encountered in
Europe and elsewhere in getting traffic to
utilize to the best advantage a roadwav con-

Section of finished roadway on tlie Glasgow end.
Sidewalks are of tar macadam. After the Telford base
is thoroughly locked and filled, the road is surfaced
with thi'ee inches of tar and macadam.

taining a large number of traffic lanes.
Exjierience on some very wide pavements near
London had indicated tliat it is very difficult
to secure a distribution of traffic on exces-
sively wide roadways. As a result of their
observations the engineers who designed this

CA/JFOh'MA II Kill WAYS A\n I'l lil.lV M'Oh'KS

Avoi'k liavc planned tluit tlie entire improve-
ment ultiiHcitely hav(» two tratfie lanes, each
30 feet in width.

DETAILS OF DESIGX

On approximately four miles adjacent to
Glasgow the roadway has been graded to a
width of 120 feet betAveen slopes. The typical
cross-section shows two 10-foot sidewalks, a
5-foot ])arking on each side for service pipes,
two 3()-foot roadways with a strip in the
center 30 feet in width which it is expected
may be used by an electric raihvay. On the
next 31 miles the road is being graded to a
width of 100 feet between slopes and one 30-
foot roadway is constructed with one edge
adjacent to the center line. The cross-section
also shows an (S-foot sidewalk. On this sec-
tion it is ])lanned that future development,
when recpiired, will include the construction
of another 30-foot roadway separated from
the first by a curb along the center line of the
road.

In general, the road is to have a Telford
foundation about 12 inches in thickness placed
in a cinder subbase.

An accompanying picture shows the Tel-
ford base under construction. A very heavy
concrete curb has been constructed along each
side of the roadway extending to the full
depth of the Telford base. This curb serves
as a foundation for a 6-incli by 12-inch stone
curb wliicli i)rojects above the roadway with
a 6-inch curb face.

The other picture shows a section of the
finislied roadway on the Glasgow end of the
project. The sidewalks are of tar macadam.
After the Telford base is thoroughly locked
and filled the road is surfaced with 3 inches
of tar macadani which is to be followed, after
traffic has used the road for a time, by a 2-
inch covering of asphalt concrete. This type
of construction appears massive compared
with some of our thin reinforced road slabs
l)ut it is, in general, ty])ical of the practice
that has ])revailed on important roads in
France and Germany for many years. It is
due to this heavy but more or less flexible
base that it has been possible to build up
road surfaces which successfully withstand
continuous traffic, practically without load
limit. It is nothing unusual to see heavy
steam-driven trucks \n\\\\ net loads of 30 tons
or more traveling at high speed.

In this connection it is interesting to note
that while such extremely heavy loads are
permitted on the highways that the freight
ears on the railroads carry only 8 to 10 tons.

The surfacing on this road, first of tar
macadam and then of asphalt concrete, is also
more or less tyjncal of English practice.

On some of the new grade reinforced con-
crete base is being constructed. This base has
a cinder and stone subbase and is itself in
reality a very substantial pavement. It is
laid in 20-foot panels with reinforcement top
and bottom. The panels are constructed
alternately and a reinforced concrete beam is
built under each transverse joint. The con-
crete is 8 inches in thickness and of 1-2-4 mix.
This very rugged concrete pavement is to have
a cover consisting of 2 inches of asphalt con-
crete. It will be noted that the total thick-
ness including subbase reinforced concrete
and asphalt wearing surface is 18 inches.

STORM DRAINS

A storm drain system is being installed and
catch basins provided throughout the entire
route for handling storm -water. Consider-
ing the great width of the improved roadway
and the heavy type of construction it is not
at all surprising that the total cost of this
road should reach the stupendous average of
$250,000 per mile. On the section adjacent
to Edinburgh the total estimated cost is
$369,854 per mile.

INTERSECTIONS

The chief engineer has given much atten-
tion to the pro]^er design of intersections and
also to the matter of securing proper sight
distances on vertical curves. The intersec-
tions, where completed, under this plan had
a very pleasing appearance and seemed to
insure reasonable sight distance.

SIGHT DISTANCE ON VERTICAL CURVES

The following is quoted from the chief
engineer's description of the design of the
vertical curves :

"Vortical curves at sags are to be parabolic. The
length of the curve is to be generally 150 times the
algebraic diffei-ence of the grades per cent (equivalent
to a circular curve of 15,000 feet radius). Vertical
curves at summits are to be parabolic. The length
of the curve is to be 120 times the algebraic difference
of the grades per cent (equivalent to a circular curve
of 12.000 feet radius) except at bridge or other cross-
ings where it is necessary or desirable to keep down
the amount of banking, where a length of SO times the
algebraic difference of the grades per cent is desir-
able and a length of 50 times will be the ultimate
minimum (equivalent to a circular curve of 8000 feet
and 5000 feet radius respectively). With such
vertical curves at summits, the minimum lengths of
the line of sight to the horizon from a point in a
motor car 5 feet above the ground are respectively
340.4 feet, 282.8 feet, and 223.6 feet, and the dis-
tances at which two motor cars 5 feet high become
mutually visible are 692.8 feet, 565.6 feet, and 447.2
feet."

This important highway project is con-
ducted under the general supervision of Sir
Henry Maybury, Chief Engineer of Trans-

(Continued on page 24.)

Kroperi)

fAfJFORXIA II Kill WAYS AND PUBLIC '^^'^\q Pul)liC

13

Economics of Coordinated Water

Are Studied by Legislative Committee

HEARINGS upon economic and financial
phases of the proposed plan for the
coordination of the water resources
of California were held by the joint legis-
lative committee in San Francisco on Febru-
ary 20, 21, and 22, and in Sacramento
on ^lareh 16th.

The large attendance at these meetings and
the interest shown in the hearing evidenced
the importance that the people of California
are attaching to the investigation of the
water resources of the state and the effort to
solve the problems attached thereto.

The discussion at the San Francisco hear-
ing, lasting over three days, centered about
the following subjects :

1. Physical features of the plan and the
first unit suitable for development.

2. Suggestions for financing the project.

3. Plans for distributing the power that
the various projects would generate.

4. The rapidity with which an attempt
should be made to make the plan in part at
least effective.

OTHER ISSUES

At the Sacramento hearing the morning
session was devoted chiefly to the considera-
tion of the plan as its affected mountain and
foothill counties. The questions at issue had
particular reference to the reservation of
a portion of the water falling upon and
originating in these counties for the use of
lands located therein.

The afternoon session, which consisted of a
conference between the Legislative Committee
and the members of the Sacramento-San Joa-
quin River Problems Conference, developed
an entirely new angle in the discussion of the
problem. IMembers of the latter conference
committee urged the importance of a program
that would afford early relief to the delta
lands and thus overcome objection to the
diversion of water in the Sacramento and San
Joaquin valleys.

PHYSICAL FEATURES OP THE PLAN

This phase of the subject centered chiefly
about the relative merit of the Kennett and
Iron Canyon projects.

Representatives of the manufacturing
interests along Carquinez Straits and Suisun
Bay declared that wiiile 3500 second-feet
released into the delta of the Sacramento
and San Joaquin rivers would solve the
salinity problem as far as farm lands in the
delta w^ere concerned, it would not give the
industries the large supply of cheap water
upon which the,y stated their successful opera-
tion depended. Speakers declared that the
grow^th of California up to this time had
largely been the result of the development of
agriculture through irrigation. Future
growth, it was predicted, would depend upon
the growth of manufacturing. This in its
turn was declared to be dependent upon the
presence at manufacturing sites of large
supplies of cheap water.

Speaking upon this phase of the matter Mr.
Warren McBryde stated that nowhere in the
world was there a landlocked harbor with
large supplies of fresh water so close at hand
as was the case wdth San Francisco Bay. To
make that supply available, he declared, that
a barrier must be erected.

Mr. McBryde also urged the importance of
developing industry as a market for the power
that w^ould be produced under the coordi-
nated plan. He estimated that $15,000,000
would be available for the construction of a
barrier, if the earnings as a highway toll
bridge were capitalized; and that another
$15,000,000 would be available from its use
as a railroad bridge. The damage to indus-
tries to date from the invasion of salt water
was placed at over $25,000,000.

The importance that the industries of the
section attach to the barrier was evidenced
by the announcement that they had employed
Thomas S. Means to make a study of the eco-
nomic phase of the barrier construction.

SUGGESTIONS FOR FINANCING

There were a number of suggestions for
financing, all of which contemplated a sub-
stantial income from power sales. Repre-
sentatives of power companies indicated their
willingness to take over the power load if it
could be acciuired at a cost not greater than
they would have to pay for that privately
developed. It was also pointed out that the

14

(' MJFOh'MA 11 la II WAYS AM) ]>l liLIC WOh'hs

yeiK'ratioii of power by stcaiii is now lowei'
in cost than that develoj)ed by wator, owing
chiefly to the low cost of oil.

The (|uestion of whether or not any part
of the cost could be levied on agricultural
land develojied a difference of ojiinion among
representatives of agriculture there. Against
the statement of one si)()kesma)i that the entire
])roject would have to be financed without
charge to farm lands, another spokesman
declared that some farmers must prejiare to
s])end more money upon their land than they
now are speiuling or their condition would get
worse rather than better. A resident of the
lowoi- Siin Joaquin Valley stated that in that area
punipin},' plants and equipment in that distriet. repre-
sented an investment oi ,$25,000,000 for which the
farmers were i)a.vinK. He declared that the plan for
coordinated use of the water of the state would mean
a huge saving in pumping equipment to landowners
of the southern San .Toa<iuin X'alley.

There were recurrent suggestions of a state bund
issue to cover the cost of the initial development. One
speaker suggested that the state issue bonds with
certain designated and benefited districts and areas
upon which the burden of their repayment would fall.

One suggestion was that the state adopt a plan by
which water would be sold at cost less the power
income. This same speaker dechired that there
should be an actual reservation of water in any
reservoirs that might be built to take care of the
future irrigation of lands in the Sacramento \'alley
and their ad.iacent foothill areas. He suggested that
a vary nominal standby charge might be made against
the.se lands for this water reservation.

A plan advanced by another speaker was that the
project be divided between the federal and state
governments ; that the former assume the cost of the
Iron Canyon project and the latter the cost of such
other units as might be included in the initial
develo[)inent.

Mr. W. H. Holmes, re|)rcsenting the Modesto Irri-
gation District, declared that the dams constructed
by irrigation districts along the east side of the San
Joaciuin Valley had helped fresh water conditious
in the delta by e(iuatiiig the How of the river. It was
his o|)inion that these districts should be given credit
for this in any plan for financing a state-wide plan
that might he adopted.

DISTRIMUTION OK I'OWER

I'ower loomed up large in all discussions as to
financing. The method of distributing power was the
occasion of the chief debate of the entire proceedings.
Franklin E. Hichborn tirged that the committee study
the Ontario i)lan, and advocated state distribution of
power in the manner advocated in the Water and
I'ower Act. He urged that distribution of the power
by the state should be included as an essi'utial i)art
of any plan, and that no attempt should be made to
do anythiiig with the pl:in unless means and methods
had been perfected for the immediate distribution of
power by the state.

L. A. Bartlett of Berkeley followed Mr. IIichl)orn.
His plea was that cities be .-lUowed to buy state-
generated iiower. He suggested that high-duty power
lines be made public carriers, thus assuring conu)eti-
tive rights to power u.sers. Mr. liartlett stated that
he was unwilling to go as far as Mr. Ilichboiii in
asking that nothing be done until state distribution
of power was assured. He virged, however, what he

tcniuMl the essential importance of the sale by the'
state of actual kilowatts as against a sale to private
])ower companies of the privilege of generating
power. In this matter Mr. Bartlett al.so urged a sale
of iMiwer. if made to private conu)!inies, on a year-to-
.\'ear basis.

TIIK TIMK EI.EME.XT

Many speakers urged that the time element was a
controlling factor in the whole plan. John S. Drum
declared that the state was now acting 10 years
after the time that this plan should have been made
etl'(>ctive. Speakers from the lower San Joaquin also
urged the imi)ortance of having a report with a recom-
mended plan ready for stibmission at the next meet-
ing of the legislature.

Against this, other speakers declared that the legal
phases of the plan had not been considered, and that
sufficient time must be taken f()r a thorough study of
its ev(>r,v phase.

A number of speakers voiced the thought that the
important thing to do was to develop a conu^lete plan
which could be carried out on a unit basis, and into
which each development would have its proper place.

Fred H. Tibbetts voiced an objection to "proceed-
ing too fast," declaring that the plan might be used,
but onl.v if this danger of overhaste was avoided. The
salinity problem, he stated, was not getting worse
but would get better. He al.so stated that there was
sufficient water in the streams for present irrigation-
ists in the Sacramento Valley. The industrial prob-
lem, he predicted could be solved by the construction
of a dam at Fall River on the Trinity River at a
(luarter the cost of a salt water barirer.

ASK LOW HEAD DEVELOl'.ME.X T8

At the Sacramento hearing the method suggested
to secure the early relief required was that low head
developments for the storage of water should be given
precedence over high head projects. The lower cost
of such low head developments, their greater acces-
sibility, and the less time that would be reijuired for
their construction were cited as evidence of the fact
that th(>y would give the relief desired before such
relief could be secured from more extensive pi'ojects
such as the Kennett Dam.

To assure the priority of such lower and cheaper
development in the construction program of public
utility companies, members of the conference urged
that the law be amended to empower the Railroad
Commission to select the sites and locations for dams
and decide project priorities in the construction pi'o-
gram of public utility corporations. The exercise of
such power is justifiable, so its proponents urged, on
the ground that the State Railroad Oommissimi should
take all uses of water into consideration, and that the
u.se of water for the generation of power should not
outweigh all other uses.

Si)ecifically the conference committee named the
Folsom Dam as one that could be built immediately.
The Iron (Canyon and Trinity River dams were also
suggested as structures that would fit into such a plan.

< >bjections to the projiosed low lu>ail development
were urged as follows :

I-'irst. high head dams develop cheaper p<pwer than
low head projects :

Second, if the cost of the h.vdni pnwer is materially
increased, the companies will be forced to the use
of steam power, and water storage by public utilities
will largely cease.

'J'he statement was made that the cost of generating
power as between hydro and steam plant is so close
now, that while hydro power is cheaper in Oakland
than steam power, the reverse is true in San Fran-

(Contiiiucd on page 24.)

(• M.iFoh'XfA ni(!ir]v.[]s \\i) rriu.ir woRKii

15

- f

... u^^i ^J]

INYO SCENES

The Old

Order

Changeth

Giving

Way

To The

New

Lnique Sierran Contrasts Are

Offered by California State Highways

By W. A. Chalfaxt, authoi- of "The History of Inyo County." and "The Outposts of Civilization,"

and editor of tlie Inyo Reffister.

TO RIDE in comfort along the base of a
t-\vo-mile-liigli snow-capped range, "the
crown of California," as one visitor
termed it ; to have a try at skiing, snowballing
and winter sports ; to view some of America 's
noblest scenery mantled in its winter white-
ness. Avhile the beholder basked in balmy sun-
shine ; to dip into a warm and delightful
plunge under a midwinter sky; to enjoy high-
class accommodations and a never-lagging
hospitality and welcome — such were some of
the details noted by something over a score
of guests of the Bishop Chamber of Com-
merce, during a winter sight-seeing tour to
Owens Yallev and the high Sierras Februarv
11. 12 and 13.

Tens of thousands of people know the
Sierras in their summer aspect : compara-
tively few know of their winter sublimity or
the comfortable enjoyment of that spectacle.
The tour was planned on nonprofit lines, to
introduce those charms to a new public.
Every Los Angeles newspaper, its chamber of
commerce, tourist bureau and motor transit
companies were represented in the company
of travelers. A comfortable big motor bus
Avas the means of travel.

Leaving Los Angeles on the morning of the
11th, the party reached Little Lake for lunch.
The day's journey, past the chemical plants
on the shore of Owens Lake, through Lone
Pine, and ]iast the bases of Mount AVhitney,
]\Iount Williamson and other towering peaks,
ended at Independence, where a dance in
honor of the visitors preceded their repose at
the modern Winnedumah Hotel.

Bishop was reached early the next day, and
the noted Kittie Lee Inn became the base of
operations. Citizens had private cars ready
to convey every one to ^Mammoth, center of
scenic interest. There lunch, provided by the
chamber of commerce, was ready, and after-
ward cars took passengers on another mile or
so to where snow unbrokenly covered the
ground.

Return was made for the night. An item
of the entertainment available was a display
of films of the beautiful series of mountain
pictures, motion and stills, to which J. W.
Bledsoe, veteran photographer, has devoted
some years of labor. As it happened, the
theater's regular program at the time
included one of the manv movies "westerns"

l(j

CA LI FORMA HIGIIWAYS AXD PUBLIC WOliKs

filmed (wherever the scene is supposed to be
laid) in Owens Valley and vicinity.

While in Bishop, some of the visitors
hnnted up some of the local novelties. One of
these is a bar said to have cost $8,000, which
ori<i:ina]ly decorated Tex Rickard's noted
Goldfield "Northern" saloon. Another novel
industrA^ of which they learned is a "fish-
worm" farm — an enterprise not so fishy as it
sounds, for the small boys of the vicinity col-
lect an aggregate running into hundreds of
dollars yearly by the sale of "garden hackle"
to tourists who rely on that time-tried bait
ratlier than on the fancy flies affected by the
aristocracy of anglers.

On Monday, Februarj^ 13th, the more than
delighted sightseers left for their fields of
labor, stopping on the way for the enjoy-
ment of a plunge at Keough Hot Springs,
and a complimentary lunch at Lone Pine.

Every visitor was enthusiastic over his or
her experience on the brief outing, and a
dozen or so of them committed their opinions
to writing. Such phrases as ' ' wonderful hos-
pitality, most gorgeous country, marvelous
time, marvelous people, wonderful trip and
climate, majestic splendor of the high
Sierras," are samples from that symposium.

Among the items praised was the wonder-
ful roads leading to the high Sierras scenic
region. In that he points out a factor of
prime importance in making the country
better known, in the vast improvement of its
southern approach. Time was when an auto
trip from Los Angeles lacked much of being
enjoyable. One by one the drawbacks have
been overcome. Corkscrew roads have been
straightened, and courses changed to elimi-
nate needless distance. Surfacing and oil
have supplanted loose gravel and sand. What
has been already done has practically cut
traveling time between Los Angeles and
Owens Valley in two, while the discomforts
have been reduced in more than equal pro-
portion. Other sections of California have
road improvement also, but probably there
is no other equally long drive in which the
contrast between the past and the present is
more marked. Improvements still go on,
under the able direction of Division Engineer
Somner, for whom his district has only the
highest commendation.

It was dusk as she stopped at the roadside filling
station.

"I want a quart of red oil," she said to the service
man.

The man gasped and hesitated.

"Give me a quart of red oil," she repeated.

"A quart of r-r-red oil?" he stuttered.

"Certainly," she said. "My tail-light has gone out."

Chief Solano Will
Sleep Undisturbed
By Modern Traffic

Progress executed a right flank movement
in deference to sentiment, in order that the
bones of an aboriginal American hero maj^ lie
undisturbed.

Square in the middle of the right of way
of line changes just ordered by the California
Highway Commission between Rockville and
Cordelia, Solano County, stands a lone buck-
eye tree, a living monument to the mouldering
remains of Chief Solano of the Suisun tribe.

Solano County was named for the old chief,
who rates as one of the most heroic and best
regarded Indians of pioneer days in Cali-
fornia. Few of his tribesmen remain, but a
number of years ago, the buckeye tree, one
of the first brought to California, was planted
on his grave by Solano citizens as a testi-
monial to Solano's friendliness to men and
women of the Caucasian race.

Completion of state highway changes
between Rockville and Cordelia will soon
result in thousands of cars thundering by the
lone buckeye, but Solano will sleep undis-
turbed.

Highway Officials Adopt

Resolutions of Respect

The following resolution was adopted by
the Western Association of State Highway
Officials, which was in session in Los Angeles
at the time of Mr. Fletcher's death:

Whereas, Austin B. Fletcher, one of the founders
of the Western Association of State Highway Officials,
passed away at Washington, D. C, on March 9,
1928; and

WiiEBEAS, Mr. Fletcher was one of the notable
highway engineers of the United States, embodying
in his life both the high ideals of his profession and
its outstanding service to state and nation ; therefore
be it

Resolved, That the Western Association of State
Highway Officials extend to the relatives of Mr.
Fletcher in their great sorrow, the heartfelt sympathy
of its members ; and expression be given to the sorrow
that the members of this association feel in the
loss of a personal friend and a most honored and able
member of their profession ; be it further

Resolved, That a copy of this resolution be spread
upon the minutes of the Western Association of
State Highway Officials as a lasting tribute both to
a life well lived and to a career, a montiment to which
are better highways the nation over.

"Usten," remarked the exasperated driver over his
shoulder, "Lindbergh got to Paris without any advice
from the back seat."

r.UJFORMA lin.llWAyS AM) ri'BLIC WOUKs

CALIfORNIA HIGHWAYS AND PUBLIC WORKS.

Official journal of the Department of Public Works,
State of California; published for the information of
the members of the department and the citizens of
California.

Editors of newspapers and others are privileged to
use matter contained herein. Cuts will be gladly loaned
upon request.

Bert B

. Meek
C. Mai

George

•JSFIELD

—

Editor

Address communications to California Hi;
Public Works. P. O. Box 1103, Sacramento,

?hways and
California.

Vol. 5

APRIL.

192S

No. 4

THEOFIES OF STATE

HIGHWAY FINANCING

THE QUESTION

1508 Chestnut St.,
Philadelphia, Penn.

Department of Highways,

Sacramento, California.

Dear Sirs: I am preparing data on the subject of
the maintenance of principal or state highways
through the medium of gasoline and motor vehicle
taxes solely.

Kindly advise me what policy your state pursues
in this connection and what your general opinion
is regarding the matter. If you have issued any
publication dealing with the subject I will appreci-
ate your sending me several copies thereof.

Awaiting your convenience, I remain

Very truly.

ROBERT MAYER.

THE ANSWER

To wliicli the following reply wa.s made :

The present policy of California is that
state highways are financed solely through the
imposition of taxes on gasoline and fees npon
motor vehicles. In the early days of our
state highway history, roads were bnilt
through funds derived from bond issues.

In our opinion the method of financing
highway construction depends largely upon
the era of highway building in Avhich a given
state finds itself and the attitude of the pub-
lic of that state toward good roads.

Thus the bond issue method in the early
period of California's good road development
was undoubtedly the best plan to finance the
construction of improved roads, running into
what was then considered a very large cost
per mile. In fact it was probably the only
method that could be used, as the number of
registered motor vehicles and the consump-
tion of gasoline in highway transportation
Avas then so small that it would not have
yielded sufficient income even to have made a
start upon any program that would promise

an adequate state higliAvay system. Bond
issues made a large sum of money immedi-
ately available, enabled a state road sy.stem to
be under way in a com])aratively short time
and by actual demonstration educated the
])eo))le in tlie knowledge that good roads pay
for themselves with big dividends added. The
bond plan also enabled the cost of these early
roads to be spread over the generations that
will enjoy them and profit by them. Nor will
these later paying generations be injured, as
the roads that are being and will be turned
over to them are an asset far greater in value
than the debt that they will be called upon
to pay.

This early period, however, in California's
road history is past. In public affairs as in
private business, it is foolish to borrow money
when payment can be made from cash in hand.
The number of motor vehicles has increased
from 28,600 in 1909, the year that California
voted its first bond issue, to 1,736,765 in 1927.
The gasoline used in motor vehicles in Cali-
fornia totaled 1,071,680,000 gallons in 1927.
It will thus be seen that the uniform charge
of $3 levied upon passenger cars, in Cali-
fornia, with a graduated fee upon trucks,
together with a tax upon gasoline, yield a sum
that enables California to build and care for
its roads on a pay-as-you-go plan.

While it is true that interest on bonds
should be considered as part of the operating
costs of highways and not as a capital invest-
ment, and that the book cost of roads is the
same whether built with borrowed money
or paid from existing reserves or income, yet
this is largely a matter of bookkeeping
technique. The fact remains that the tax-
payers are little concerned as to whether the
saving made by the pay-as-you-go plan is
credited to construction or operation as long
as the money remains in their pockets. The
saving in interest charges to California tax-
]iayers by the cash payment plan as compared
Avith the issuance of bonds amounts to many
millions of dollars annually, and constitutes
a very real reduction in the cost of state
government.

To put the matter briefl}': California's
experience is that good roads, properly
located and well constructed, pay whether
built with borrowed money or paid for with
cash. It is good business to pay cash if you
can. It is poor business to go without the
roads, if a bond issue will make them avail-
able.

There are only two really important questions
before tlie Amerioan people today — how to pay and
where to park. — Exchange.

is

(Wi.i i'<n:\ I \ II Kill w \ Y

AMI rriii.ic woh'hs

Highway Policies in California

Director of Puhlic Wor]x>i Tells Outstaudiufi Features of State Road

Acbiiiiiistratioii

By B. B. Meek, Director of tlie Department of Public "Works, State of California.

THE liig'liway history of California may
l)e divided into three periods. Tlie first
period dealt chiefly with construction
jK-tivities. The second Avas characterized by
the development of better and more adequate
maintenance methods. The third period, upon
wliich we have now entered, should be marked
by both activity in construction and adequacy
in maintenance.

California jiioneered the way among the
states of the nation in the construction of
improved highways. Unfortunately the word
"permanent" instead of the word "im-
])roved" was used in popularizing these early
roads. The impression created was that
im])roved roads, even without proper main-
tenance, would ]irove permanent in fact as
well as in name.

The result of this false im])ression as to
the permanency of surfaced roads was that
maintenance allotments as compared with the
mileage of improved highways became
iiu'i-easingly inadecpiate. When the roads
gave evidence of impairment under the traffic
that they themselves had created, the people
awoke suddenly to the fact that highways
that they had considered as indestructible
were breaking down. The public was startled
and confused. And yet looking back over
that period and with the knowledge that we
now have, the wonder is that the narrow and
thin pavements stood up as well and as long
as they did under the unexpected tratBc. In
fact nuiny miles of these early pavements are
still in service.

(■(iXTRII5UTI0X OF EARLY BUILDERS

The contribution of these early builders of
California's highways was a threefold one:

First, without precedent to guide them or
experience to teach them, a pavement w-as
designed that for years carried a traffic far
greater than the most enthusiastic of early
day good roa's i)romoters pi-edicted.

Second, this pavement was generally so
designed that it could be wideiunl and thick-
ened without the loss of tlu' original invest-
ment, when the surface began to break under
the stress of traffic.

Third, the narrow and thin pavements then
l)nilt male ]iossibl(' a highway mileage that

in its turn accustomed and converted the
])eople to the gosi)el of good roads.

SECOND PERIOD

The second period of our highway history,
from Avhich we are just now emerging, was
characterized rather by the development of
adecpiate maintenance methods than by the
extension of improved highways.

Brought to a realization of the fact that
improved highways w^ere not of necessity
"permanent" roads, the public also realized
that these roads were worth to the state many
times the combined total of their construction
and maintenance cost. Money for adequate
maintenance, including widening and thicken-
ing operations, was voted by a law levying a
two-cent tax on gasoline. Increased traffic
also made necessary a better alignment of
highways than was required during the earlier
period when the traffic volume was less. The
work both of maintenance and realignment
was ably performed.

A further notable improvement of this
second period was the separation of many
highway and railroad grade crossings by the
construction of overpass and underpass struc-
tures. In other instances grade crossings were
eliminated by relocating highways on an
alignment that avoided track crossings. There
is still much of this work to be done, but
an excellent beginning has been made.

NOW ENTERING THIRD ERA

Witli revenues for new construction again
made available through the one-cent gasoline
tax enacted by the last legislature and
a]iproved by Governor Young, we are now
very definitely entering upon the third period
of our higlnvay history. This period should
include tlie outstanding features of the two
earlier periods. It should be one of construc-
tion activity coupled with adequate main-
tenance.

Those of us in whom responsibility for the
administration of our state highway system is
now vested, should jn-ofit by the experience
of the early road builders. We must prepare
for a traffic far greater than that which now
exists. In building methods and highway

r.\LI l(>h'\ /A lll(iin\.[)s AMI I'lltLIc \roA'AN

T.I

policies, Ave must look both baekward and
foi'ward.

Tn biiildiiiji' for tlio future, however, \vc
must not forii'et that we also owe a duty to the
])reseiit. Mr. Fred S. Mood.v, member of the
California Highway Commission, put this
nuitter very succinctly in an article dealing
with California's mountain highways. Refer-
i-ing to the change from bond issues to gasoline
taxes in financing road construction, Mr.
^Nloody well said : "We are building our roads
on a pay-as-you-go plan, and the ])eople who
are footing the bills should be entitled to
road service within their life time." I
lieartily concur in this statement.

TEN COMMANDMENTS

1 might summarize outstanding phases of
])resent highway policies in the following Ten
Commandments of California road building:

1. The present highway system must be com-
pleted within as short a time as is compatible with
sound engineering and economical construction. We
want haste, but not the kind of haste that makes
waste.

2. The inclusion of new roads into the state
system should be postponed until such time as the
present system nears completion.

3. Adequate provision for future development
should be assured both through providing wider
rights of way NOW, and through reserving for
public use areas adjacent to the highways of par-
ticular scenic charm or recreational value.

4. On roads where present traffic is not heavy, a
low cost surface should be provided that will ade-
quately care for the existing travel, and which will
become a part of a well-packed base, when future
traffic demands a larger pavement investment. Our
recommendation for this class of highway is the
oil and rock surface, known as the California type
pavement.

5. Relocation of roads should be made where it
is possible to eliminate grade crossings by such
realignment. An agreement should be reached
between state highway and railroad officials for
a definite cost-sharing policy in the construction
of grade eliminations and grade separations.

6. Repair on our highways must be immediate
and continuous. Every maintenance man in our
work must also be a minute man. Regular traffic
counts and studies must be made to determine
traffic trends and to enable present roads to be
widened and thickened in advance of deteriora-
tion or destruction.

7. The routing of present unlocated roads by "the
most direct practical route" as prescribed by law
and as determined by experts, trained and skilled
in this work, must govern in all location matters.
In the words of Governor Young, location of our
highways must be determined "by traffic pressure
rather than by political pressure."

8. Highway funds are to be budgeted for each
biennium in advance of their expenditure. Sug-
gestions and proposals for highway financing out-
side of and in addition to present revenues should
be discouraged. Our present income we hope will
be adequate and if we spend it wisely we believe
will be continuous.

9. Construction of toll roads for through traffic
should be discouraged. This is the business of the
state and counties.

Illnniiudfcd B(iilr()((<l

Grade (^rossiiif/ Sifjns

Realizing that tlie hazard at railroad grade
crossings is much greater at night than dur-
ing the day, R. E. Pierce, Acting District
Engineer of District Ten, with headquarters
at Sacramento, has installed a number of

illuminated signs at various main line grade
crossings in this district.

Two crossings have been so protected at
Tracy for some time, and the comments from
people who travel this stretch of highway have
been so favorable that we have just completed
the installation of signs at two more grade
crossings, namely, Hatch crossing south of
Modesto and ]\IcConnell crossing south of
►Sacramento.

10. Construction should be by contract rather
than by day labor, unless the bids of contractors
are unreasonable.

In conclusion : The State Department of
Public Works will spend over .$.)0,000,00() dur-
ing the present biennium.

We intend to see that these millions are
spent legally and prudently and in a manner
consistent with good public policy.

Further we intend that the people shall
know in advance just where we are spending
this money, just how we are spending it, and
wdiy we are spending it as we are. It is
their money. As stockholders of the State
of California, thej- are entitled to authorita-
tive information as to where, how and why
their money is spent. California Highways
AND Public Works, the ofificial journal of the
Department of Public Works, is issued to give
this information to the people.

If I might characterize in one phrase the
policy outlined above, I would say that it
is one of ]iartnership between the people of
California and the authorities charged -with
responsibility for the construction and main-
tenance of the state highway system ; a
partnership that has for its object the build-
ing and betterment of the state that it is the
great ]n'ivi]ege of all of us to serve.

20

CALIFORyiA HIGHWAYS A^'D ITIU.Ic WOUKs

CALIFORNIA HIGHWAYS

The hiffhways are an eiulless chain

That lead from here to there,
With no beginning and no end

But reaching everywhere.

On concrete ribbons smoothly laid

A million motors glide.
The work of engineering skill

And California's pride.

Throughout this realm of scenic charm

On every hand they go,
From Shasta's view in Siskiyou,

To mystic Mexico.

Here orange groves with vineyards vie

And fruitful orchards bloom,
While towering to the vaulted sky

Great snow-capped mountains loom.

Where can be found such wondrous scenes

Amid a clime supreme?
A paradise for motorists

Beyond their fondest dream.

The tourist from the icebound East

Finds here relief and rest.
With welcome to a sun-kissed land

And highways of the best.

— Charles L. Tomp1^i>ts.

A "Model" Application

Below is an exact copy of a letter received
in one of the districts of the Division of High-
ways from an applicant for an engineering
position.

"This morning I left my formal application in your
office. Look it over. There is some good experience
represented thereon — experience which I have profited
by. While on the U. S. Geol. Sur. I was considered
"plenty good" — one of the best recorders and rodmen
of my time. I was accurate, speedy, and neat. Not
long ago I applied for a certain engineering position
but was sensible enough to turn it down as I did not
know some necessary methods for the efficient dis-
charge of my duties. It hurt like hell to have to
give' up — but it did not daunt me ! I went home and
learned the method ; and this has a direct bearing
upon my applying to you. What I do not know, I'll
soon learn. You will never regret employing me.
Remember that when you need your next man.

"While I prefer to remain in the office on account
of being married and having a small family, I will
readily go into the field whenever you deem it neces-
sary. I know the adjustments and uses of the transit,
level, i)lane table and theodolite; being most skillful
with the level. When you need your next subordinate,
m.tify

Yours truly.

"You want a man —
I want a job —
Y'ou have the job —
And I am the man I"

SOME DEFINITIONS OF

ENGINEERING TERMS

This list of definitions was compiled by K. W.
Emery of Cleveland, Ohio.

DRAFTSMAN — A man who puts his ideas on
paper for the boss to change.

CHECKER — A man with a blue pencil but with-
out a conscience.

TRACER — A slave who, knowing nothing himself,
never understands Avhat the draftsman thiidvs he
knows.

BLUE PRINT BOY— A skunk with a dirty neck,
who smokes cigarettes and occasionally makes a blue
print.

TOOL DESIGNER— A collection of erroneous
ideas surrounded by a boss.

DRAFTING ROOM — A place where time between
arguments is spent making drawings to be changed.

DATA BOOK — A collection of information that
no one needs.

TRACING — A piece of linen used to take the high
spots off of erasers.

ENCilNEER — A mechanical genius who spends his
time thinking up ideas which he refuses to recognize
when he meets them on a drawing.

"LIZZIE LIZ"

(With apologies to Kipling's
Din")

' Gunga

By John Howe Encell, fifteen-year-old son of Harry
A. Encell, attorney for the Division of Highways.

Y'ou can talk of all your cars,

And say that mine is full of scars ;

But I'd like to see you beat mine on the hills.

My heaj) is funny lookin'.

And she stands a lotta jokin',

And when it's cold the driver always gets the chills.

Although the brakes are almost gone,

And there's not a shop where she would pawn

She is mine, and I will keep her, Lizzie Liz.

Oh, it's Liz, Liz, Liz,

You chuggin' hnnp of scrap tin Lizzie Liz.

You are makin' such a racket

Y'ou just rattled off a bracket ;

For Gawd's sake get a goin', Lizzie Liz !

Y'ou guys may think it's funny

When I call my Lizzie "Honey,"

But it's just a little coaxin'

That she needs.

Y'ou can swear and you can cuss.

Or even kick my little bus.

But a few kind words is all she ever heeds.

You can talk of Chevs and Stars,

And all those kind of cars,

But I'll keep my little Lizzie Liz.

Oh, it's Liz, Liz, Liz,

Friend Henry's gift to Scotland, Lizzie Liz ;

I tell the boys I drive you slow

When it's really all you'll go ;

I wouldn't hurt your feelin's, lAzz'ie Liz.

"Are you fond of autos?"

"Am I? Say, you should see the truck I ate for
lunch." — liitsincss Builder.

CM.IFOHMA flianWAYS AM) I'l lil.lc WOlfKS

21

Santa Barbara to Plant Trees

A long 20 Miles of State Highway

George A. Black.

PLANS for the immediate planting of
shade trees on twenty miles of the Coast
highway, from Elwood to the county
line at Rineon in Santa Barbara County,
have been outlined by a committee of Santa
Barbara citizens headed bj- George A. Black.
The committee recommends that the first
planting should be done
between a point two
miles east of the resi-
dential portion of Car-
pinteria and to the
Elwood road near the
railroad station known
as Elwood, 12 miles west
of the city of Santa Bar-
bara. The evergreen
trees recommended com-
prise six varieties of
blooming evergreens
and three varieties of
evergreens without blooming qualities.

There will be thirteen sections along the
line of highway to be planted.

The Cupressus montezuma, a fernlike ever-
green, has been selected to be used between
old town, Carpinteria, and the concrete bridge
west of Carpinteria, while the beautiful jaca-
randa, with its slightly leafy foliage and blue
trumpet flowers, will start where the Cupressus
stops and will continue through the resi-
dential section of Carpinteria to the east
bridge, and from that point easterly the pink-
blooming eucalyptus will be used to the fork
of the roads north of the Sattler tract of land.
Later, the planting will be continued with
a species of tree to be selected, over the remain-
ing one-half mile to the west line of Ventura
County but not until the new highway
between the two points is graded. From old
town to Toro Canyon road, through Serena
Park section, where excellent soil conditions
prevail, the scarlet-blooming eucalyptus, the
handsomest of the eucalypti will be planted.
From Toro Canyon road to the approach to
Summerland the silvery blue eucalyptus will
be used; through Summerland Acacia melan-
oxylon has been selected ; over the new road
at Ortega Hill the fantastic, wide-spreading
Cupressus macrocarpa wall be used to the
lower lands. At the approach to ]\Iontecito
to the east city limits of Santa Barbara, the

same tree as used at Serena Park, the scarlet-
blooming eucalyptus, will be used.

From San Koque road, along the south side
of San Koque Park to La Cumbre avenue
the orange, large-bloom acacia will be used.
From San Antonio road to the east end of the
Lombardy poplars, planted years ago by
George S. Edwards, the cream-colored acacia
is designated. From the west end of the
Lombardy poplars and through Goleta to the
concrete bridge the golden-orange acacia is
recommended. From the bridge, through
West Goleta to Fairview avenue the magnolia
is chosen and from this avenue to the east line
of Corona del Mar the Casuarina stricta is
named, and from that point to Elwood station
the pink-blooming eucalyptus is to hold sway.

All of the trees in the list are hardy, and
many varieties are quick growers.

The entire planting of the evergreens will
be done and supervised by the state, as well
as the care, irrigation, staking, preparation
of soil and fertilization. Leveling of road-
ways when essential will be undertaken by
the men of the Maintenance Department of
the Highway Commission, and replacements,
if required at any time after the first year,
will be paid for and the work done by that
Commission.

The Highway Commission will require that
a fund representing $2.25 per tree shall be in
the hands of the County National Bank and
Trust Compan}^, and that either the trees or
sufficient money to buy them also be pro-
vided. When this is done, w^ork can be
started.

It is the plan of the committee to plant 70
trees per mile in alternating formation on
the two sides of the highway, with 150-foot
intervals. The cost per mile is $200. The
initial cost is all the communities will be
called upon to pay. After the first year, the
Highway Commission takes over the planted
trees and guarantees to maintain and replace
trees that may not survive, or may be
destroyed through roadway accidents.

A committee composed of Ralph T. Stevens,
E. 0. Orpet, Lockwood de Forest, Jr., and
George A. Black, chairman, has completed a
survey of the district to determine soil and
wind conditions preparatory to selecting the
best trees. H. T. Campbell, a nurseryman,
and Otto Niedermuller, a landscape gardener,
assisted in the survev.

CAL/FORMA II I<; II WAYS A^D PUBLIC WORKS

HOW STATE HIGHWAY FORCES
MET EMERGENCY FOLLOW-
ING DAM DISASTER

(Continued from page 4.)

:i subway under the Southern Pacific K.iihuad in
l)lact' of the existing grade crossing, it was decided
that the proper stej) to take would be to buihl a
temporary pile trestle across the Santa Clara Kiver
on the same alignment as the old bridge. This would
make possible utilization of the heavy piers of the
old bridge and the south girder which was intact.
Mr. Andrew and his assistants immediately ordered
material for this work.

Arrangements were made with the representative
of the Los Angeles County Road Department to open
a temporary road over the .Santa Clara River on the
old county road alignment to handle traffic for a few
days until the trestle bridge could be constructed.

SAN FKAIVC'ISQUITO BRIDGE

The river was so high on Tuesday morning that no
definite information could be obtained regarding the
San Francis(iuito bridge. The following morning it
was h-arned that the three (lO-foot steel girder spans
had been washed down stream ; that the abutments
were intact except that the concrete was broken
on the top ; that the flow in the San Francisiiuito
River had dropped to a point where the quickest way
of taking care of traffic was to put a temporary road
through the stream channel far enough up stream so
that it would not interfere with the reconstruction
oi)erations at the bridge site.

I'pon hearing of the disaster, M. Ij. Sullivan,
superintendent of shovel operations on the Ridge
load immediately worked his way south to the flooded
area. He reported to District Engineer Cortelyou
Tuesday morning and was instructed to get his crew,
as well as that of Foreman McCullough's crew,
immediately at work clearing the roadway north of
the Santa Clara River bridge. Later these crews
built a detour around the San Francisquito bridge.

ROAD GAP IS BRIDGED

Maintenance Foreman Harbey and his crew worked
valiantly in rescue work and in temporarily bridging
a washout. A small shovel was sent up to the work
on Wednesday to start refilling the washout and the
shoulders between Saugus and the Santa Clara River
crossing. This wa.shout was 45 feet wide and 20
feet deep and was caused by backwash from the flood.
It was of first importance to bridge this gap so that
the various utility reconstruction crews and the relief
forces could more readily reach points further down
the stream. It was also necessary to close this gap
to enable a pile di'iver and lumber to be delivered at
the Santa Clara River bridge site.

Fortunately the Maintenance Department had on
hand at the Saugus yard practically enough old
bridge timber to throw in a temporary structure about
12 feet wide. The crews worked until about 9
o'clock in the evening, completing the bridge in one
day. Light traffic crossed it that same evening. Th(!
following morning the bridge was further strengthened
so that heavy loads of lumber crossed it the second
day.

HOURS Ol' LABOR NOT CONSIDERED

The state maintenance and construction forces
responded nobly to the duties that they were called
upon to perform. II. II. Brown, employed with Fore-
man Ilarbey worked twenty-four hours on March 13th,
sixteen hours on March 14th, and twelve hours on
March 15th. The balance of the crew worked thirteen

hours on ]\Iarch 13th and eleven hours on March 14th.
Mr. Ilarbey, himself, worked twenty hours on March
13th. eighteen hours on March 14th and twelve hours
on the 15th.

In addition to efforts f>f state crews in the distri<-t,
two caterpillar tractors with operators and one heavy
dumi) truck were detached from work and sent across
the river from Fillmore to P.ardsdale there to engage
in the relief work at that point. This was at the
recjuest of Mr. A. R. Heron, Director of Finance,
who was on the ground representing the State
Administration in rescue work. Although the w'ork-
iug day W'as completed when w^ord reached the men
operating the tractors and truck they immediately
started for Bardsdale with their outfits and reported
for immediate work there betw^een 9 and 10 p.m. The
location and surveying crews in this vicinity also
cooperated to the utmost.

MAJOR DAMAGE ITEMS

The major items of damage are the loss of the Santa
Clara River steel span bridge, 200 feet long, and the
loss of the three through-girder type spans totaling
approximately 180 feet at the San Francisquito
channel. Evidently the flood with its load of drift
swei)t down on the Santa Clara River bridge,
probably topping it. High water marks are observ-
able to a height of at least 15 feet above the roadway
at this point. This bridge was swept from its piers.
The piers, however, were all left intact; The second-
ary short span on the southerly end was also left
in place. Later the steel truss was found cast up on
the west bank about a half mile down stream in a
compact-twisted manner.

The north and south abutments of the San Fran-
cisquito bridge were left in place, also practically
undamaged. The four intermediate cylinder piers
were destroyed, and the three spans w'ere deposited
at various angles anywhere from 200 to 500 feet
down stream. A superficial examination indicated
that these spans are not badly twisted out of shape
and possibly they may be salvaged for future use.

At this latter bridge approximately 110 feet of pave-
ment was lost at the southerly end and some 80 feet of
pavement at the northerly end. The embankment in
each place was washed out to a depth of 89 feet.

Serious loss of embankment were suffered at several
other places. The total replacement of embankment
is estimat<'d at approximately 12.000 yards. In addi-
tion to this the pavement was covered near the
southerly end of the Santa Clara River bridge with
a deposit of sand totaling approximately 450 yards.
\orth of the San Francisquito bridge in the vicinity
of Castaic Junction there were two other stretches
of pavement covered with sand and necessitating the
removal of approximately 4(>00 yards.

EMERGENCY WORK ORDER SIGNED

Immediately upon receipt of information as to
disaster and its conse(juent damage to highways Direc-
tor P.. P.. Meek of the Deimrtment of I'ublic Works
made a .$30,000 emergency work order available for
reconstruction activities. Additional allotm(>nts will
l)e made as estimates of the damage become available.

\VORK OF TETRAHEDRONS

The part that the tetrahedrons plaj'ed in averting
greater damage than was sulTered has attracted wide
attention.

Standing directly in thi' jiath of the torrent, the
bank protection, consisting of a row of thirty reinforced
concrete skeleton tetr.-ihedi'ons, extending out from
the river bank to deflect flood water under the main
bridge and protect the west approach, was struck by a
tori'ent fifteen feet high.

(Continued on page 25.)

CM. I FORMA HlOHWAy^ AND PUIUAV WORKS.

A WHOLE TOWN IN

ONE INSTITUTION

(CoiUimied from page 10.)

iill untU'r tlic direct supervision of the assist-
ant architect, care for tlie architectural design
for, and planning- of, all })uilding structures,
as well as for the landscape arcliitecture
required in connection therewith. A complete
understanding of the project in hand is
obtained by visits to the site and full dis-
cussions had with the head of the institution,
liis assistants and any others who may be
directly concerned. Architectural studies and
complete preliminary sketches and estimates
are then made and conferences continued
until the plans are satisfactory and within
the money available. A corps of architectural
draftsmen working under the direction of a
chief draftsman then prepare the working-
architectural plans and details, make full size
drawings in connection therewith and prepare
miscellaneous requisition drawings. The
Division so functions that whenever one sec-
tion is unduly busy, drafting- assistance is
rendered by members of other sections.

The specification writer, Avith the aid of two
assistants, prepares all specifications with the
exception of those relating to the engineering
portions of the work, and in connection there-
with passes upon the acceptance of materials.
He also prepares and handles all contracts in
connection with the work of the Division.

The structural engineer, with the assistance
of a corps of assistant structural engineers
and draftsmen, prepares designs, makes
working and requisition drawings, checks
shop details for all of the structural work
of the Division. Examinations are made in
order to determine the stability of existing
structures and recommendations as to the
necessity for alteration, repair, or condemna-
tion. Actual tests of strength of construction,
bearing value of soils by means of excava-
tions, loading and pile te.sts to determine the
proper method of supporting the structures
are made. These structures are many and
varied, such as buildings, underpasses, cul-
verts, towers, tanks, sewage treatment and
disposal plants, retaining walls, reservoirs,
dams and other water works structures (until
the time of the formation of the Department
of Public Works, utility, flood control, and
similar public dams and reservoirs were
checked for the State Engineer), the accept-
ance or rejection is recommended for all
structural materials furnished in connection
with the work, shop fabrication and tests of
.structural materials supervised, proportions

for concrete mixes dctennined and other
related work ])erformed. These problems
necessarily involve a familiar knowledge of
all materials and their ])roperties used in
structural-construction work, whether in
wood, steel, masonry or reinforced concrete.

The Estimating Section, in charge of the
Engineer of Estimates and Cost, makes com-
plete ]n-eliminary as well as final estimates of
cost for all projects i)roposed or undertaken
by the Division, and lists and purchases all
material for force account work (the final
estimates are used as a check on the contrac-
tor's bid). If it is found advisable to under-
take any work on a force account basis this
section also lists and requisitions all materials
required and is responsible for deliveries of
the material to the job at the right time.

The mechanical, electrical and civil engi-
neering work of the Division is carried on by
a corps of mechanical, electrical and civil
engineers and draftsmen, under the direct
supervision of an engineer with the title of

Engineer, ' ' assisted by a mechanical and an
electrical engineer. This section prepares all
drawings and specifications in connection
with mechanical engineering for buildings
such as plumbing, heating, ventilating and
lighting, for all electrical installations, for
liower and water supply works, for sewage
disposal. It prepares requisitions for force
account work, makes surveys, and maintains a
general supervision over mechanical instal-
lations of all kinds.

The Construction Section is directly respon-
sible for the inspection of field work for con-
tract as well as for day labor work. This
work is in direct charge of the "General
Superintendent," who is assisted by superin-
tendents of construction and foremen. These
a.ssistants act as inspectors for the various
contract jobs where construction is going on
and as directors of construction for force
account work. Where a job is handled by day
labor, certain portions of the work are fre-
quently let to subcontractors, and in these
cases our representatives act both as inspec-
tors and as superintendents of construction.
All mechanics and laborers for the force
account work are appointed direct through
the medium of the Civil Service Commission.

The Clerical Section consists of stenog-
raphers, clerks and assistants.

INSTITUTIONS OF STATE

The Division of Architecture is responsible
and active in the preparation of all plans
and specifications and the supervision of all
state building, as well as other public works

•24

CM.IFOh'XfA IfKUIWAYS AXD PUBLIC WORKS

at the various state institutions throughout
the state. These institutions include all of the
state schools, with the exception of the Uni-
versity of California; such as the State
Teachers Colleges, Polytechnic Schools,
Schools for the Deaf and for the Blind, Cor-
rective Schools for Boys and for Girls, the
State Prisons, and State Armories, Veterans'
Homes, Homes for the Feeble Minded, and the
State Hospitals for tlie Insane. The Division
is also active in the construction and engineer-
ing development of the various hatcheries
throughout the state of the Fish and Game
Commission, and other state enterprises, such
as the State Buildings at Sacramento, San
Francisco and Los Angeles ; the State Print-
ing Office at Sacramento, the Exposition
Building and the Air Port at Los Angeles ;
the State Fair at Sacramento and other mis-
cellaneous projects throughout the state. At
the present time, the Division functions at
thirty-three major state institutions, and, in
addition, engages in some construction
activity at approximately twenty-seven other
places.

A SUPER HIGHWAY IN EUROPE

(Continued from page 12.)

port. The proposal of plans, details, and the
construction of the work is carried on under
the personal direction of Mr. D. A. Donald
as chief engineer. It is to these gentlemen
and to Mr. Wright, assistant engineer, that
the writer is indebted for the information
which he obtained regarding the project and
for the opportunity to make this inspection.

Maintenance Foreman

Is Killed at Delano

On Wednesday, February 15tli, Jesse Pcttus, main-
tenance foreman at Delano, was killed by the explosion
of an oil fuel tank on an asphalt kettle, while patch-
ing roads in his section.

Mr. Pcttus had been with the state for seven
yeai-s and was one of the most valued and trusted
employees in District VI. The entire district mourns
his passing and extends heartfelt sympathy to his wife
and the five small children whom he leaves.

Card of Thanks

Delano, California, March 3, 1928.
Mr. E. E. Wallace, Division Engineer,
Highway Commission,
Fresno, California.

Dear Mr. Wallace : I wish to express my most sin-
cere thanks and appreciation for the kindness .shown
me by you and the employees of Division G during
my recent bereavement.

Sincerely yours,

Mrs. Jesse Pettu.s.

ECONOMICS OF COORDINATED WATER

STUDIED RY LEGISLATIVE

COMMITTEE

(Continued from page 14.)

Cisco. In the Los Angeles region, he stated, steam
power is cheaper than that produced by hydro plants.

While this condition was attributed to the low cost
of oil. it was stated that coal could be substituted
for oil, if the latter increased in price and the price
for steam power kept at its present level.

The outlook for a season of low rainfall was urged
by the speakers as a further reason for adopting a
plan that would have as its most essential feature
early relief from present conditions. Speakers stated
that a year of low rainfall would mean that the
Antioch suit would be pressed, and that the litiga-
tion would not only disturb values but would impose
a burden running into hundreds of thousands of dol-
lars upon the litigants. The cost of the suit at the
present time was said to total $300,000.

THE FOOTHILL SITUATION

Representatives from a number of counties were
present to discuss the coordinated plan as far as it
affected the interests of counties with large bodies of
mountain foothill lands.

Assemblyman R. E. Dillinger of Placerville urged
the necessity of a water reservation for these counties
sufficient to take care of the agricultural lands within
their confines. Unless this was done, he declared
that the time was coming when the foothill and moun-
taineers would find that their supply of water had
been lost to them with nothing left for their own
development.

The provisions of the so-called Dillinger bill were
discussed at length. Mr. Dillinger stated that the
bill provided for a maximimi reservation of fifteen
per cent of the water originating within any county.
The actual reservation, he stated, was to be deter-
mined by the amount of land that could use water
with profit.

D. Fricot of Calaveras County urged that the
importance of an adequate supply of water for the
development of the mineral, timber and other indus-
trial resources of mountain counties.

Opposition was voiced by the representatives of
mountain counties to the imposition of any time limit,
during which water reservation, if made, would have
to be used or its rights to use it in the county lost.
It was contended that the valley areas used this
water only when economic conditions made its use
profitable, and that the same rule should apply in the
case of mountain counties.

The importance of water in the streams of moun-
tain counties as a recreational attraction was also
urged. Members of the legislative committee are
Assemblyman Bradford S. Crittenden, Tracy, chair-
man; Senators Ralph Swing, San Bernardino; W. R.
Sharkey, Martinez ; II. C. Nelson, Eureka ; Edward
A. Mueller, El Cajon ; Assemblymen E. G. Adams,
I^ivingston ; Frank W. Mixter, Exeter ; Van Bernard,
Butte City.

Judge Luce Named to

San Diego Port Position

B. B. ]\rec4c, Director of the Department of
Public Works, has appointed Judge Edgar
A. Luce to the position of Surveyor of the
Port of San Diego, effective March 1, 1928.

CMJFORXJA HKiHWAYH AM) I'Vlil.K' WORK^

HOW STATE HIGHWAY FORCES
MET DAM DISASTER

(Ccintiiuied fnuii ])a,i;e 22.)

Six (if the tliii'ty tclralKMlrons, tlios(> located most
centrally in the low water channel and which had
become partially imbedded in the river bottom durinf;'
a previous How of water, were torn to pieces by the
torrent, snapping and lireaking the 12 fooi: by 12 foot
heavily reinforced concrete legs of the tetrahedrons,
llavins: their bas(>s imbedded in the sand and being
fastened to adjacent tetrahedrons with seven lines of
one-inch cable, the six tetrahedrons were pulled apart
as the fourteen tetrahedrons downstream from them
were swept toward the river bank.

With six broken and the others badly displaced,
the row ()f thirty concrete skeleton tetrahedrons came
through the most tremendous Hood that ever rushed
down the river channel. They were constructed to
prevent flood waters from cutting through the west
approach to the bridge, and accomplished their pur-
pose. The earth approach to the west end of the
bridge was not damaged, the water being deflected by
the tetrahedrons to its proper course under the bridge.
Large quantities of brush and trees were collected by
the protection work, and the area remaining between
the row of tetrahedr<ins and the river bank and also
ou the stream side of the protection was silted up with
about four feet of sand and gravel, thus straightening
the channel and leaving conditions better than before
the flood, as far as the river channel itself was con-
cerned.

CALIFORNIA'S MESSAGE TO
ARIZONA

(Continued from page 5.)

be SO designed and built as to become a part of
the colossal scheme of sculpture that was in the
mind of the Creator when the earth was in the
making. Beautiful bridges are an economic as
well as an aesthetic asset. California and Ari-
zona should never profane the majesty of
their mountains by building any other kind.

I like to think of my work on the California
Highway Commission in terms of bridges —
prolonged bridges that reach out from either
bank of the streams they span to the farther-
most confines of our great state — and on and
on across the borders of the state into Arizona
and into Nevada and into Oregon — and on
and on and on to the uttermost confines of
the continent — and, in terms of time, on
down through the ages.

In a magazine the other day I read a story
of a governor who, being childless and
stricken with fatal disease, sought reelection
that he might build a beautiful bridge to per-
]ietuate his name. And I thought of Stephen
Gerard who, at 82 3'ears of age said, ''If I
knew I should die tomorrow I would plant a
tree today." Reaching back from the brink
of the grave to place the germ of life in the
womb of the earth! Truly a gallant and
defiant salute to death !

REPORT TO GOVERNOR YOUNG

ON CAUSES OF ST. FR\NCIS
DAM FAILURE

(Continued from page 7.)

the curved crest was 700 feet. The evelations aljove
sea level at various points of the structure were as
follows :

Crest of parapet

Crest of spillway lip

1st outlet upstream invert

2d outlet upsti'eam invert

3tl outlet upstream invert

4th outlet upstream invert

5th outlet upstream invert

Bottom of maximum section

1,838.06 feet
l.SS.'S.OO feet
1,799.00 feet
1,763.00 feet
1,727.00 feet
1,691.00 feet
1,658.2 6 feet
1,630.00 feet

Both faces of the crest of the dam were vertical
for 2.3 feet. The downstream face of this vertical
section was divided into panels 24 feet wide, of which
eleven panels in two groups were spillways. Each
spillway panel was 20 feet wide by 1.5 feet high
clear inside dimensions. The five outlet pipes each
30 inches in diameter, were controlled by sliding gates
fastened to the upstream face of the dam.

Storage of water in the reservoir began March 1,
192G. The approximate maximum storage for 192G
was 18,200 acre-feet at elevation 1779 on .June 5.
This level was maintained until about August 10,
gradually lowered until October .5, and held thereafter
at about 1762 until the end of the year. After Janu-
ary 5, 1927, the water was raised at a uniform rate to
1882 on May 10, where it was held until May 27. It
was rather rapidly lowered to about 1817 June 20,
and then with minor variations brought down to 1813
November 8, after which the level was raised to 1821
by December 31, 1927. From the beginning of 1928,
when the water surface was 1821, storage was in-
creased gradually until March 5, when the reservoir
was practically filled to capacity of 38,000 acre-feet.
The water level was maintained at 1834.75 or 0.25
feet below the spillway crest, until the time of the
failure at 11.58 p.m., March 12, 1928.

Photographic evidence and the testimony of wit-
nesses show that little seepage passed through the
structure of the main dam. Certain cracks developed
in the main structure, which possibly discharged an
unimportant amount of water, as is not at all unusual
in concrete dams. One or more cracks, with conse-
quent unimportant seepage, also developed in the wing
wall extension to the west of the main dam.

Much more important seepage is reported to have
taken place through the foundation upon which the
dam rested. As the water rose in the reservoir this
foundation seepage appears to have increased to a
maximum of between one and two second-feet on the
afternoon preceding the failure. Rumors of muddy
water seeping under or around the dam before its
failure are in circulation, but the commission has
been unable to verify them.

FAILURE OF THE DAM

It is reported that one of the caretakers was seen
on top of the dam at 11 p.m. only an hour before the
failure, and apparently up to this time there had been
no alarming developments. The caretakers were lost
in the flood, and so far as is known there is no
living witness of the dam's collapse.

The first indication of failure, given by the auto-
matic water register located on top of the central
or standing section of the dam, was a gradually
accelerated falling of the water surface, starting about
11.30 p.m. (corrected time) and aggregating about
three-tenths of a foot at about 12 p.m., when the

l'(!

CM.IFONMA II lallW AYS AM) I'l ISLIC \\()h'l\S

t'.iilur<^ was indicated on tln' ii'cord b.\- a rapid fall
ill the water surface.

At 11. "iS p.m. there was a break in the Borel trans-
iiii.s.sion line of the Southern California Edison Com-
pany which was located in the canyon immediately
below the dam. At 12.30 a.m., March I'i the power
from the Los Angeles city power plant No. 2 in the
canyon about one and a half miles below the dam
went off.

It appears that the failure of the dam took place
at. or slishtly before, 11.58 p.m.. March 12. when the
main dam structure, with the exception of a section
near its middle, failed completely, leaving the greater
|iart of the left or (>astei-ly poi'tion in very large frag-
ments at and just below the dam site and groat blocks
of concrete up to about 10.000 tons in weight, chiefly
from the right or westerly end, distributed for a
distance of several thousand feet downstream.

The magnitude and violence of the wave released
on the failure of this dam are hard to visualize even
by engineers familiar with floods and flood conditions.
The rush of water attained :i maximum depth of about
12;") feet in the deei)est of four sections measured by
tlie commission within three-fourths of a mile below
the dam. In the vicinity of San Francisquito Power
House No. 2. ai)proximateIy 1.5 miles along the chan-
nel downstream from the dam, an even greater depth
was re])orted. The flood wave completely carried
away the heavy concrete power house down to the
generator floor, together with the less substantial
buildings occupied by the operators and their families.
The flood followed down San Francisquito Creek 9
miles from the dam and then down the Santa Clara
River 48.5 miles to the ocean. The velocity of the
wave and the time required to reach the peak are
(l;ita of great engineering interest. The following is a
summary of these data now available to your com-
mission :

Table of velocities of flood as
downstream from the dam.
11.58 p.m.

Location

noted at various locations
Dam failure assumed at

Velocity

in miles

per hour

Time of

Distance in from

Time of

travel from

miles from

1 pre-

arrival

preceding

preceding

ceding

of flooil

location

location

location

1.58 p.m.

.2.03 a.m.

5 min.

1.5

18

2.38 a.m.

35 min.

7.5

12.9

1.20 a.m.

42 min.

7.5

10.7

2.25 a.m.

f)5 min.

12.7

11.7

3.10 a.m.

45 min.

R.5

11.3

4.15 a.m.

fi5 min.

6.8

6.3

5.00 a.m.

4 5 min.

4.0

5.3

Borel Power Line

at Dam 11

City Power Plant

No. 2 1

So. Cal. Edison
Co. Sub-Station
near Saugus-_
So. Cal. Edison
Co. Construc-
tion Camp at

Kemp

Fillmore Bridge-
Santa Paula

S'lticoy Bridge--
Moiitalvo Brirlg-p

It seems |)r(il)ahle that the Mood peak immediately
below the dam exceeded half a million second-feet
and this, together with its occurrence in the dark-
ness, and the suddenness and violence of the wave,
w;is such that very few of the persons in the oon-
sti-icted valley below the dam escaped with their lives,
though they were immediately ad.j.-icent to the safety
of the steep slopes of the bordering hills. Even at a
construction camp of the Southern California Edison
Company, 16.5 miles below the dam, more than .SO
out of about 140 perished.

The damage caused in the path of the waters 52
miles to the sea was very great. The recoi-d of known
dead at this time is 2.'>0 and 200 are still missing.
Fortunately no trains hapi>eiied to be pjissing ovei'

tlie railroad tr;ick inundated, and but few automobiles
were on the many miles of highways destroyed. The
tot.al property loss of farms, orchards, small towns
and public utilities will certainlv be manv millions of
dollars.

METHODS FOLLOWED IX CO.\STRUCTING THE DAM

The Los Angeles P>ureau of Water Works and
Supply i)laced at the commission's disposal a com-
plete .set of construction plans and photograi)hs of the
St. Francis Dam. By means of these, and by dis-
cussion of construction methods with Mr. Wm. Mul-
hollaud and several of his assistants, the essential
construction data were ascertained.

The first step was the construction of a concerts
wall S feet thick (narrowed to 5 feet at the top)
and about 80 feet long at the bottom and 155 feet
at the top. placed in a trench carried down into tight
material under the stream bed to an elevation of
approximately 1():!8. The foundation of the dam was
then excavated behind the wall to elevation 1(!30
across the deepest part of the channel. It will be
noted from these elevations that the foundation exca-
vation of the dam was carried 8 feet below the bottom
of the wall. The wall was built merely to cut oft"
underflow through the gravel, and small fre.shets that
might come from the San Francisquito drainage dur-
ing the early construction stages, and convey these
waters through a flume past the dam site. Behind
this wall the lowest part of the dam foundation was
excavated in the dry. and the wall itself finally
incorporated into the upstream face of the structure.

The east wing of the dam was notched into the rock
of the canyon wall and carried up the natural inclined
plane of the rock in the abutment, without steps, and
with no cut-off wall. ITnder portions of the west
abutment and about 25 feet fi-om the upstream face,
a cut-off trench ab(nit 3 feet wide and 3 feet deep,
probably with rounding bottom, was excavated longi-
tudinally as deep as it could be carried by use of
picks, and finished by prying out rock with gads. The
nature of this trench can be observed by inspection
of concrete sui'f.-ices on one large fragment from the
west end of the dam that was carried downstream
and now lies upturned showing the original contact
with the abutment.

Relief of uplift that might be caused by water
pressure underneath the dam was provided for only
in the center, or the portion crossing the main channel.
On a line about 30 feet in from the face of the dam, 3
holes were bored in line at intervals of 20 feet, while
along a second line aiiproximately 15 feet further
downstream from th(> first line there were 7 more holes
also at intervals of about 20 feet. The depth of these
holes is variously reported to have been from 15 to
30 feet. A small section of pipe with collar was fitted
into the top of each hole and cross connections were
carried from these pipes to a center outlet pipe which
was led out to the lower face near the lowest main
outlet pipe. The amount of water draining from this
system is understood to have been vei-y small, and
was carried down to the caretaker's house, where it
W.MS used for domestic supply, lawn w.atering, etc.
!\Iost of this drainage system is included under the
|)ortion of the djiin which remains standing; this is
probjibly merely a coincid(>nce.

(^)nstruction views show th.-it a relatively small
cut-olT trench was carried along the upper side of the
wing wall extending westerly along the ridge from
the west abutment of the dam. This trench was
largely excav.ated by a steam shovel.

The concrete aggregate was pit-run sand and gravel
taken from the stream bed between one-quarter and
one-h;ilf mile below the dam. where jiggregate used in

(A LI I'm,- \ /A II Kill WA) s AM) I'l IH.lc WOlihs

ctiiistructinii lit' tilt' .Miiiicdiiii .iiiil the S.iii I''r;ni"
cisquito Creek power houses h;i(l been secured. The
ni;iteri;il was neither washed lun- graded, but rocks
in excess of (J inches were excluded. It is stated
that 1.112 barrels of Portland cement were used per
cubic yard of concrete. Specimens deemed typical
were taken and tested. These show a satisfactory
(juality of concrete.

Xo inspection sa"<''".v was carried through the dam,
mil' w:is any pressure gnnitiiifi; attemi)ted under any
Iiart of the structure. (Jeological conditicms not only
at the dam site itself, but for a short distance above
and for a considerable distance below, were clearly
disclosed by the scouring that took pl.ice duiing the
discharge of water from the reservoir.

GEOI.OiaCAL lOXniTIOXS AT THE l)A^r .SITE

(Icnrral Rcliitions — The g(>ological conditions in the
vicinity of the St. Francis Dam are both simple and
obvious. San Francisqnito Canyon here has a course
of south GO degrees west. The bottom of the canyon
and the steep slopes southeast of the stream-way are
carved from a fairly uniform mica schist. The
gentler, less regular slope on the northwest side of the
canyon is underlain by a reddish conglomerate, in
rather ill-detined beds of great but undetermined total
thickness. The contact between the two rocks is a
fault which, at the dam site, has a strike that is
approximately parallel with the course of the canyon
and outcrops a short distance above the stream-way,
on its northwest side. The dam consequently was
placed astride of the fault, the southwest abutment
and the foundation of the middle .section being schist
and the northwest abutment being conglomerate.

The fault is plainly visible as a sharp line that
separates the lighter colored schist below from the
darker conglomerate of the upper slope.

Mica Schisi — The mica schist is an ordinary variety
of this fairly common crystalline metamorphic rock.
It consists chiefly of quartz, white mica and probably
some feldspar. The schistose structure, due to the
generally parallel orientation of the constituent
minerals, particularly of the mica scales, is very well
developed so that the rock has pronounced fissility or
cleavage and splits readily into thin plates. As a con-
sequence of this fissility also, the rock w^eathers and
disintegrates into small flakes or scales.

In many places the schist has been strougly
.sheared, commonly along planes that are roughly
parallel with the schistosity or planes of lamination.
Along these she.-ir-zones the rock has been changed
to an exceedingly fragile flaky material that can be
readily excavated with the pick. From a structural
point of view such sheared schist is extremely weak
material.

The general strike of the schistosity is from north
GO degrees to north 70 degrees east, or about parallel
with the course of the canyon at the dam site. The
dip is northwesterly. Consequently the lamination of
the schist is not far from parallelism with the steep
slope of the southeast side of the canyon. This slope,
in fact, is conditioned in large part by the laminated
structure of the schist. This same structure also is
responsible in part for the landslides that have taken
place since the dam failed.

The geological age of the schist is not definitely
known. The rock, how^ever, is probably at least pre-
Cretaceous and may be pre-Cambrian.

The schist is not a soluble rock, nor is it ordinarily
softened by wetting. It is capable of withstanding
considerable pressure applied in directions approxi-
mately normal to its planes of lamination, but is very
weak with respect to stresses applied in directions
parallel with or at small angles with those planes.

rinlci- such stresses the schist would slip like a pack
of cards thrown upon a table.

Contiloincriitc — The conglomerate near the dam site
strikes uoith 15 di'grees west and dips 4G degrees
west. It is composed chiefly of detritus derived from
the schist terrane and from granitic masses th;it are
not exposed in the vicinity of the dam. The pebbles,
usually rather small and sparsely distributed, are
embedded in a rel.atively large proportion of fine-
grained, sandy, micaceous, flaky detritus derived from
schist and granite. High above the dam site on the
northwest slope of the canyon, can be seen rounded
outcrops of the conglomerate that apiiear to be fairly
well cemented and moder.-itely resistant to erosion. At
the dam, however, the rock has .an entirely diU'erent
character. As its peculiar properties at this place
are at least in part a consequence of the faulting,
previously referred to, they will be more fully described
in connection with that feature.

The exact age of the conglomerate has not been
determined, but it is Tertiary and probably Miocene
(Mint Canyon formation) or Oligocene (Sespe for-
mation).

»S'«« Fraiicisqinto Fault — The fault which passes
beneath the northwestern part of the dam site has
long been known and is represented as a "dead"'
faidt on the Fault Map of California compiled under
the auspices of the Seismological Society of America.
The present investigation .shows that there has been
no movement on this fault since the dam was built.

At the dam site, the strike of the fault is about
north 51 degrees east, or approximately parallel with
the course of the canyon. The dip. although variable,
is generally between 30 and 45 degrees, to the north-
west. At the dam site, a satisfactory exposure of
the hanging wall of the slip gave a dip of 40 degrees.
The same exposure showed striae that pitch G5 degrees
to the northeast, indicative of a slip of which the
vertical component.

Along the fault, next to the schist footwall, is a
well-defiued, dark, gray, clay gouge, which in places
is at least 8 inches w'ide or thick. This material
is chiefl.v comminuted or triturated schist — ground to
clay b.v movement on the fault. When dry, the gouge
is fairly hard, but w'hen wet it is an unctuous, plastic,
clay, with some enclosed fragments of schist. Under
the gouge, in some places for a width of 10 feet, the
schist is crushed and sheared. On the upper, or
hanging wall side of the main slip-plane, is a reddish
gouge, composed of ground-up conglomerate. This
gouge is generally thicker than the gray gouge and
grades rather indeflnitely into disturbed, crushed con-
glomerate. When dry, this material is firm and
coherent, but becomes soft and plastic when wet. In
places, this reddish gouge is fully 4 feet thick.

Above the foregoing material, as the slope is
ascended, and extending all the way up the north-
western abutment to the top of the dam, the con-
glomerate is traversed in various directions by inter-
secting fractures, some of which contain small seams
of clay gouge, and others are filled with gypsum. The
pebbles in the conglomerate have, in many instances,
been fractured, sheared and faulted. Finally, the
whole mass of the conglomerate has been so minutely
crushed as to have lost most of the strength to be
expected in a rock possessing its general appearance.
When dry, the rock is moderately hard and frag-
ments of considerable size can be broken out and
trimmed down with a hammer to specimen size.
When, however, a piece of the rock is placed in water,
a st.-irtling change takes place. Absorption proceeds
rapidly, air bubbles are given oft", flakes and particles
begin to fall from the sides of the immersed piece,
the water becomes tui-bid with suspended clay and,

CMJFOh'XJA lllU/nVAYS A\J> riULIC WORKS

usually in from 15 minutes to an hour, a piece the
size of an orange has disintegrated into a deposit
• if loose sand and small fragments, covered by muddy
water. Whatever may have been the original cement-
ing material of the conglomerate, its efficiency has
been destroyed by crushing, aided possibly by solu-
tion, and the rock at jiresent is held together merely
by films of clay. It is possible that this part of the
conglomerate, as originally deposited, contained con-
siderable clay that never became lithified.

This remarkable characteristic of the conglomerate
is judlKibly local and confined to a belt within some
undetermined distance from the fault. The rounded
nutcrops previously referred to as appeai-ing higher
up the slope could scarcely exist if the conglomerate
at that distance from the fault were equally sus-
ceptible to the disintegrating effect of water.

That the same process of disintegration above
described was going on rather extensively where the
conglomerate was covered by the water of the reser-
voir, is clearly shown by the character of the residual
material left on the conglomerate where the escaping
water has not cleaned off all of the surface material.

Cleai'ly. when thoroughly wet. the conglomerate at
the northwestern abutment of the dam ceased to have
the characti-ristics commonly denoted by the term
rock.

Whether the movement on the fault was normal
or reverse is not known. The fact that the con-
glomerate is obviously younger than the schist sug-
gests a normal fault, although the rather low dip and
the condition of the conglomerate in the hanging wall
are indicative of overthrust.

Major Earth Moremetifs — A careful examination of
the contact fault in the vicinity of the dam site shows
no evidence of recent movement. According to Mr.
H. O. Wood, in charge of the Seismological Labora-
tory of the California Institute of Technology. Pasa-
dena, their seismographs recorded no earth tremors
of even slight intensity at any time near the time of
the dam failure.

There appears to be no reason to believe that fault-
ing or other major earth movement was to any degree
responsible for the failure of the dam.

La)i(lsJi(lrs — The mica schist which occupies the
southeast side of the can.von shows separation planes
along the schistosity, and shear surfaces dipping
northwesterly at oO degrees and more. The canyon
•slopes are steep and approximate the dip of the
schistosity and shear surfaces. Landsliding is there-
fore always imminent and may be produced by any
one of several causes.

Above the dam site several marked recent slides
liave taken place. One. a short distance upstream
from the dam, broke the road and carried a large
mass of rock and earth down to the floor of the valley.
A careful examination of the surface of this slide
shows no water lines, erosion furrows, or other evi-
dences of the action of the standing or moving water
of the rcsci-voir. Evidently the sliding occurred after
th(> withdrawal of the w:it(>r from the reservoir. The
added weight of the infilti-ated water while the reser-
voir was full, and the rapid removal of the water
sui)poi-t when the dam failed are sufficient causes for
the landslides above the d;im.

At the east abutment of the dam and immediately
below the dam site much recent sliding has taken
place, and during the visits of the commission to the
dam site a continuous rain of rock fragments was
coming down the slope, accompanied by clouds of dust.
This sliding is evidently due to the removal of sup-
port as a result of the destruction of the dam and
the undercutting of the slo])e by the waters released
by the dam failure.

Smaller landslides and slumps are found along
the slopes above the wing wall. These clearly fol-
lowed the withdrawal of the water from the reservoir
and were due to the removal of support from the
water-soaked and softened outer portions of the con-
glomerate.

It is concluded that all of the recent landslides in
the vicinit.v of the dam site took place after and as a
result of the failure of the dam and were in no way
responsible for such failure.

CONDITIONS AT THE DAM AFTEK FAILURE

The wrecked westerly iiart of the dam from a point
70 feet west of the standing section to the end of the
wing wall, as well as the wing wall that still remains,
was founded on the conglomerate. Eastward from the
base of the conglomerate across the stream bed and
up the east side of the canyon the structure rested
on schist. The contact between the conglomerate and
schist is along a fault plane that shows considerable
ancient movement. Water rushing through the
westerly break in the dam has scoured both con-
glomerate and schist to a considerable depth, the
I)rincipal part of the scouring taking place toward
the toe of the dam, probably due both to the character
of the material at this particular hication and to the
fact that a ridge just upstream from and practically
parallel to the face of the dam acted as a submerged
weir over which the water poured onto the down-
stream part of the foundation. To the westward of
the standing section and against its base a narrow
channel was cut through the schist to a depth well
below all of the concrete in the structure, with the
exception of the concrete coffer dam sections at the
upstream face and a thin section carrying the steps
on the downstream face. It is therefore possible to
observe the character of the material which under-
laid that part of the dam.

To the eastward of the standing section the water
carried away a large amount of the schist not onl.v
on the side of the canyon or along the abutment, but
in the bottom. Probably due to combined effect of
water soaking and undercutting, a very large and con-
spicuous slide has developed on the hillside on approxi-
mately the line of the eastern abutment. Material
was still cascading down the face of this slide 10 days
after the failure, and from observation in the field it
is apparent that the slide movement will continue for
some time.

The distance to which large m.asses of concrete
from the dam have been transported is probably one
of the most impressive phenomena of the disaster. All
of the fragments from the westerly side of the dam
have been carried some distance downstream. Many
of the large fragments from the easterly side have
moved only a short distance out of place and now rest
against the base of the standing section, but several
very Large masses of concrete from this side have been
carri(>d downstream as far as the large masses from
the westerly end, being recognizable from the inclu-
sions of schist upon which they rested. One large
mass from the west side is turned bottom up and the
foundation material iidhering to it shows that it
came from the part of the dam directly over the con-
tact between the conglomerate and the schist.

Discharge of water from the foundations and from
seeps along construction joints in the concrete of the
standing secti(m and in the masses washed downstream
was very noticeable immediately after the break,
when the site was inspected informally by several
members of the commission, but had markedly
decreased during the few days that intervened before
the commission assembled and during the time that
its investigations were under way. The most notice-

CALIFORX/A IfKUfWAY^ A^f) rVliLJC WORh'f^

20

iible discharge was from the soams iu the coiigh)mer-
ate about on a line between the standing section of
the dam and the broken end of the wing wall, and
alxuit two-thirds of the way up the abutment from the
bottom. A'ery noticeable seeps occurred along the
top of the gouge between the schist and the con-
glomerate.

A short length of the two-inch pipe that formed
part of the drainage system along the second line
of holes drilled under the dam is now protruding from
the large slab of concrete that has broken away from
the easterly end of the standing section. That is the
only part of the drainage system that can now be
identified.

The rai)id lowering of the water in the reservoir
caused several large landslides that are very con-
spicuous as shown iu pictures looking upstream from
the dam site. The most important of these is on the
easterly side of the reservoir a short distance upstream
from the dam. where displacement of a road shows
vertical movement of approximately forty to fifty
feet along the junction of surface earth and material
that is probably very similar to that against which
the east abutment of the dam rested.

Seepage from the water-soaked slopes of the reser-
voir basin has contributed a considerable but con-
stantly decreasing stream ever since the break, and
four days after the disaster amounted to 15 second-
feet.

Triaugulation between stations established during
construction and the tying in of one fixed point that
has moved S. 2° 52' W. 0.70 feet. The course of
the radius at this point was N. 51° 22' E. It is yet
uncertain whether this movement is due to tilting, to
horizontal displacement of the whole mass, or to a
combination of the two. The surface of the con-
glomerate on the westerly abutment, shortly after
the break, showed marked softening due to water
soaking. After a few days drying this material
showed clean smooth surface when broken, and some
of the hardest specimens rang under the hammer.
Many of these, however, go to pieces when immersed
in water for a few hours, and samples taken over a
considerable area have gone to pieces almost immedi-
ately upon immersion. Material from the gouge along
the fault between the conglomerate and schist rapidly
becomes soft and unctuous when immersed. An
attempt was made to prepare two samples of the
conglomerate for compression and absorption tests.
One broke iu preparation, and the other stood only
523 pounds per square inch in compression when dry.
See reports from the testing laboratory included as
Appendices.

CAU.SES OF THE FAILURE

The St. Francis Dam was designed with a gravity
section and was arched in plan. Experience has
shown that this type of structure is preeminently safe
and it is generally accepted by engineers all over the
world as a conservative design.

The material in the dam is demonstrated by inspec-
tion, by tests, and finally by the behavior of enormous
blocks remaining from the wreck, to have been of
satisfactory quality and adequate strength. Tests
of samples cut from typical blocks showed an average
crushing strength of about 2400 pounds per square
inch, which is much beyond any stresses to which it
could have been subjected under normal conditions.

There were no contraction joints built in the dam.
which is the case in many existing dams, and, in any
event, the failure can not be attributed to their
absence.

There can be no question but that such a dam
properly built upon a firm and unyielding foundation
would be safe and permanent under all conceivable

conditions, except perhaps faulting and earthquake
shocks of tremendous violence. Indeed such a dam
may properly be deemed to be among the most durable
of all man-made structures. Unfortunately in this
case the foundation under the entire dam left very
much to be desired. The material under the central
and left, or easterly, end was a mica schist of thin
and easily separable laminae. The west end was
founded upon a reddish conglomerate which, even
when dry, was of decidedly inferior strength and
which, when wet became so soft that most of it lost
almost all rock characteristics. Numerous samples
taken from the present surface which has been eroded
to a considerable depth below the original foundation
and some samples from underneath the remaining west
wing wall, quickly softened and changed into either
a mushy or granular mass when immersed in water.
Unfortunately this material is of such a nature that
when entirely dry it is hard and rock-like in appear-
ance and characteristics, although defective in com-
pressive strength. Of two samples taken from the
firmest part of the eroded foundation, one broke in
preparation for testing and the other, cut into a 5.77-
inch cylinder 7.12 inches long, showed a compressive
strength of only 523 pounds per square inch, or
between one-fourth and one-fifth that of the concrete
in the dam. Greater strength might have been shown
had the sample not been moistened by exposure at
the time of the dam failure, but on the other hand it
would have been much weaker with a larger moisture
content.

With such a formation, the ultimate failure of this
dam was inevitable, unless water could have been
kept from reaching the foundation. Inspection gal-
leries, pressure grouting, drainage wells and deep cut-
off walls are commonly used to prevent or remove
percolation, but it is improbable that any or all of
these devices would have been adequately effective,
though they would have amelioi-ated the conditions
and postponed the final failure.

While as yet the manner and chronological order
in which the failure of various sections of the struc-
ture occurred are not entirely certain, the present loca-
tions of the fragments from the west end indicate
this as the point of initial failure which was quickly
followed by progressive but rapid failure of the east
end. Many of the available data indicate that the
initial foundation failure occurred near or at the old
fault or contact between the conglomerate and schist
under the west end. and was due to the percolation
of water into and through this section of the founda-
tion, with resulting softening of the conglomerate
under the dam. Either a blowout under, or a settling
of the concrete at this place, or both, occurred, quickly
followed by the collapse of large sections of the dam.

It is probable that the rush of water released by
failure of the west end caused a heavy scour against
the easterly canyon wall at the toe of the dam. This
rapidly cut away the schist including the material
under the toe of the east part of the dam and caused
the failure of that part of the structure. The escap-
ing water then continued to cut away the schist from
the east wall of the canyon until a maximum depth
of about 30 feet below the original foundation level
was reached.

A fact which should be very reassuring as to the
stability of a gravity dam on reasonably sound bedrock
is that although the central section still standing must
have been exposed to tremendous and sudden stresses
amounting to shocks, while still subject to practically
full water pressure, it is undisturbed except from an
apparent movement at the top of some 5.5 inches
downstream and 6 inches toward the easterly abut-
ment.

::()

CAI.Il'iPRMA IIKlllWAYS 1 \ /> I'l lll./r WOlx'Ks

The record made by the Stevens gage which was
located on the standing middle section of the dam is
shown. Using this record in connection with the
known areas and capacities of the reservoir at vary-
ing water elevations, the following table has been
made :

DhctiiiffK from St. Francis Reserroir. deduced from
copii of chart from automatic tcater stof/e rc(/is-
ter located on top of the portion of the dam that
remain.t in place. The absolute time is ohviouslij
in error.

D

rop in

Time interval water

surface.

Discharoe,

From

To

feet

C.F.S.

March 12,

1928

2 p.m.

12 midnight

0.03

oo

March 13,

1928

12 midnight

12-06 a.m.

.01

740

12-06A

12-1 4 A

.04

2,200

12-14A

12-20 A

.05

3,680

12-20A

12-2 4 A

.05

.T.520

12-24A

12-26.7A

.05

8.160

12-26. 7A

12-29A

.05

9,600

12-2 9 A

12-30,5A

.05

14,700

12-30. 5A

12-31. 5A

.05

22,000

12-31. 5A

12-32. 2A

.05

31,n00

12-32. 2A

12-33. 4A

.10

36,700

12-33. 4A

12-34. 3A

.10

48.900

12-34. 3.\

12-34. 9A

.10

73,300

12-34. 9A

12-35.3A

.10

110,000

12-3.^. 3.A.

12-35. 5A

.10

220,000

12-3.5. .=;a

12-3 .5 .'6 5 A

.10

293,0'^0

12-3.=j.65.\

12-35.75

.10

438,300

Too much reliance must not be placed upon this, as
the horizontal or time scale of the record is very small
and the accuracy of the clock movement is not certain.
However, for at least many hours before the record
ends there clearly were not water surface fluctuations
except a lowering beginning about 2 p.m., which was
so slight that it might have been due to upstream
wind movement.

This record shows that a water subsidence which
could not have been due to upstream winds began
about one-half hour before the flow from the reservoir
reached enormous proportions, and further, that the
curve of emittying is regular up to that point. Such
accelei-ating water lowering, as opposed to an abrupt
fall, is api)arently contradictory to many data reported
as t<) suddenness of the downstream movement of the
flood wave, especially at Power House No. 2. where
there appears to have been no such warning as would
have been given by a gradually increasing stream flow
such as would have resulted from anything like the
deduced record given in the table.

In so far. however, as the validity of this record is
accepted, the discharge of the impounded waters was
something like that given in the table.

CONCLUSION.S

1. The failure of St. Francis Dam was due to
defective foundations.

2. There is nothing in the failure of the St. Francis
D:im to indicate that the accepted theory of gravity
dam design is in error or that there is any question
about the safety of concrete dams designed in accord-
ance with that theory when built upon even oi-dinarily
suuiid bedrock. On the contrary, the action of the
ini<ldle scctinn which I'emains standing even under
such adverse conditions is most convincing evidence of
the stability of such structures when built upon firm
and durable bedrock.

.">. The failure of this dam indicates the desirability
of having all such structures erected and nuiintained
under the supervision and control of state authorities.
Water storage, with its necessary concomitant dams
and embankments, is peculiarly e.s.sential to the
development of California resources, and in the jjreat
majority of cases failures would result in serious loss
of life and property. This disaster emphasizes the

fact that while the benefits accrue to the builders
of such projects, the failures bring disaster to others
who have no control over the design, construction and
maintenance of the works. The police power of the
state certainly ought to be extended to cover all
structures impounding any considerable quantities of
water.

Respectfully submitted.

A. J. Wiley, Chairman, Boise, Idaho.

Consulting engineer.
(iEO. D. Loi'DERUACK, Berkeley, California.

Professor of Geology, University of California.
F. L. RAN.SOME. Pasadena. California.

Professor of Economic Geology, California Insti-
tute of Technology.
F. E. Bonner, San Francisco, California.

District Engineer. U. S. Forest Service and
California Representative Federal Power Com-
mission.
II. T. Cory, Los Angeles, California.

Consulting engineer.
F. II. FowxER, San Francisco, California.

Consulting engineer.

March 23, 1928
REPORT OP COMPRESSION TEST OF ROCK

Test made for : Commission appointed by Governor
Young to investigate failure of St.
Francis Dam.

Description of specimen : Cylindrical core, 5.77 inches
diameter, 7.12 inches high, cut from
sample selected by tlie Commission
at tlie dam site ; core was cut by
L. A. County Road Department in
presence of Mr. Perkins and a repre-
sentative of the laboratory. No
water used in coring this specimen.

LABORATORY DATA

Test number, 17 8.57.
Specimen mark.R.B.
Weight, total lbs., 15.21.
Weight, per cu. ft., lbs., 150.60.
Specific gravity, 2.414.
Average diameter, in., 5.77.
Average height, in., 7.12.
Area, sq. in., 26.14.
Compressive strength — •

Total lbs., 14,570.

Lbs. iier sq. in., 557.
Corrected to standard specimen — -

Lbs. per sq. in., 523.

REMARKS — Height divided by diameter is 1.23, cor-
ii'ction made by multiplying crushing strength by 0.94
(according to American Society for Testing Materials)
Standard method for securing specimens of hardened
concrete from the structure. Serial Designation 'C42-27 ;
Cliaracter of fracture — conical.

After coring, specimen was given three coats of
shellac to prevent absorption of water during test
for specific gravity. The smaller specimen of stone
sulunitted, fractured during the coring process. A test
for rate of absorption was made on a portion of this
specimen and tlie following results were obtained :

Per cent absorption

Total titne elapsed

by weight

10 minutes

0.59%

2 0 minutes

.67%

30 minutes

.69%

40 minutes

.71%

50 minutes

.73%

1 liour

.73%

1 hour 10 minutes

.75%

1 hour 20 minutes

.75%

1 hour 30 minutes

.77%

1 hour 4 0 minutes

.77%

1 liour 50 minutes

.79%

2 hours

.79%

2 hours 30 minutes

.79%

Total porosity

2.25%

In making the above test, the rock was broken up
into pieces passing a l|-lnch ring, and placed in a
bottle of water ; each piece was carefully brushed to

CA LI FORMA Hid II WAYS AM> I'VliLIV H'O/.'AN.

31

roiiKue Iciosk' particles; tlu' lutal sainjiU' vvciKlif"!
5(1:'. G gi-ains dry. At the end of LM) minutes the saniple.s
liad disintegrated in a very niarl\ed way, und a layer
ol" sand about three-eigliths of an inch deep was
I'dinied on the liottoni of tlie bottle.

Tile al>sorption was measured by adding small
amounts of water to keep tlie total volume constant,
and the total porosit.v was obtained by evacuating
the sample in the bottle.

Respectfully submitted.

RAYMOND G. OSBORNE LABORATORIES.

By S. S. Staiil, (Signed).

March 23, 1928
REPORT OF COMPRESSION TESTS OF CONCRETE.

Tests made for : Commission appointed by Governor
Young to investigate failure of St.
Francis Dam.

L)(S. ription of specimens: Cylindrical cores approxi-
mately six inches dia. cut from
blocks of concrete selected by Com-
mission at dam site ; cores were cut
by L. A. County Road Department,
in presence of Mr. Perkins, and a
representative of the laboratory.

LABORATORY DATA

Test number 17S54 17855 17856

Specimen mark 13 4

Age About 2 years 2 years 2 years

Weight, total lbs 23.23 27.58 25.45

Weight, per cu. ft., lbs.__ 137.4 142.8 141.7

Specific gravity 2.202 2.289 2.271

Average diameter, in 5.89 5.85 5.85

Average height, in 11.50 12.50 11.75

Area, sq. in 27.25 26.88 26.88

Compressive strength —

Total lbs. 69.810 53,940 73,020

Lbs. per sq. in 2,562 2,007 2,717

CHARACTER OF FRACTURES —

Specimens 1 and 3 failed in planes nearly parallel
to the axis of the specimen. No. 4 showed a partly
conical fracture ; Specimen No. 3 contained a spherical
piece of soft conglomerate (?) about 2 J inches in
diameter and one large piece of laminated stone prob-
ably mica schist. Specimen No. 2 broke off wliich
revealed a large laminated stone, which rendered the
core unfit for testing. The specific gravity of this
stone was 2.705.

REMARKS :

To expedite completion of tests, specimens were all
tested PS received, that is, air dry except for some
water absorbed during the coring process.

Tested in Olsen Universal Testing machine ; speed of
moving head — .05 inches per minute.

Tests witnessed by Messrs. Wiley, Bonner, Hyatt,
and Perkins.

Respectfully submitted.

RAYMOND G. OSBORNE LABORATORIES.

By (Signed) S. S. S'tahl.

Communify TlianJcs

District Engineer-

(^alaveras County Snow Prolic held nt Big Trees
on January 15th was well attended. The road was
opened by the Division of Highways in order to make
it po.ssible. The following resolution was passed by
the Angels Boosters Club on January 17th.

'•Be It Resolved. That Mr. R. E. Pierce be con
veyed a vote of appreciation and thanks for his whole-
hearted cooperation and generous services rendered
us in making the second Booster Snow Frolic the
success that it was.

SOLVING SAN FIUNCISCO'S

ROAD PROBLEMS

(Contiiuied from page 9.)

Hill, and at Castro Hill near Hayward luive
been completed and rock placed on a one-mile
section at the Hayward end, thus completing
all heavy grading on the present road and
leaving most of the incompleted heavy grad-
ing on line changes where it can be done
without interfering with traffic and allow of
completion of the three large bridges. The
road is oi)en to eastbound traffic and cutting
of points and making of side fills can progress
until the weather breaks for spring, when
the second part of the program will be taken
up to allow of opening up of the new road to
the heavy summer tourist traffic.

RECONSTRUCTING ROAD

As the traffic increases between the East
Bay cities of Oakland, Alameda and Berkeley
and the city of San Jose and southerly points,
it is becoming increasingly apparent that this
highway on the east side of San Francisco
Bay is inadequate. This route is being recon-
structed where traffic and disintegrated pave-
ment conditions require. The portion from
Milpitas to San Jose, having been completed
in 1926, the 4.38-mile section between Warm
Springs to Milpitas is now under contract
to the Allied Contractors, Inc. and is nearly
complete. The 11-foot concrete shoulder
widening on one side is complete and the 18-
foot asphaltic surface will be complete early
in March and it is ex])ected that by the middle
of March the entire project Avill be open to
traffic.

NEW METHOD USED

A new method of spreading asphalt mix-
ture was used on the latter half of this job.
An Ord mechanical surfacer specially built
with forward screed for primary leveling,
intermediate set of narrow teeth for raking
and a rear screed for smoothing, was used
instead of hand rakes in preparing for the
roller. A very satisfactory smooth surface
is being obtained which would indicate a suc-
cessful future for mechanical finishers in
asphaltic work.

Grandma — "Oh Jenny, darling, I am surprised !
Aren't you going to give your brother part of your
apple?"

Jenny — "Xo, Grannie. Eve did that and she's been
criticised ever since."

Writes Up California High waifs

The Cornell Civil Engineer of January, 1928, con-
tains a very interesting article on the California
state highway system. The article was written by
Wm. F. Faustman of the engineering department of
the Division of Highways, and a graduate of Cornell
with the class of 1907. The article gives a very clear
account of the California highway organization.

( ALIFORXIA HIGHWAYS AM) ITIiLIC WOh'h's

Traffic Recommendations of Supervisors

THE following report and recommenda-
tion was iinanimonsly adopted by the
County Supervisors Association of the
State of California, held in the city and
county of San Francisco on March 7, 1928.

Your committee of engineers appointed in Oetober,
1027. to report to you upon trucl< weights and regu-
lations, lieri>with present their report.

The committee consists of R. M. Morton, former
State Highway Engineer, Chairman ; E. E. East,
Chief Engineer of the Automobile Club of Southern
California: C. C. Cottrell. Manager, Highways
Bureau. California State Automobile Association ;
Harry II. Hume. County Road Engineer, Butte
County ; I^loyd Bowman, County Surveyor, Santa
Cruz County ; Chris P. Jensen, County Surveyor,
Fresno County : and Ceorge W. Jones, Road Commis-
sioner. Los Angeles County.

In addition to continuous individual study of the
various subjects, the work of the committee has
included several sessions held at San Francisco, Los
Angeles and Fresno, at which various interested firms
and individuals presented arguments relating to the
various phases of the subject.

TESTS

The subject assigned to the committee could very
properly be investigated in great detail. The matter
of static weights and increase due to driving torque,
impact on road surfaces and bridges, stresses in pave-

ment slabs of various designs and thicknes.ses, merit
thorough research study to determine conclusively,
from an engineering viewpoint, the accurate answers
to the qiiestions of greatest interest in the minds of
the supervisors. The opportunity for such tests
obviously was not afforded to this committee, either
in time or in funds. Such tests, to be of value, should
be carefully conducted by research specialists.

Without the benefit of authentic tests conducted
under California conditions, the committee has been
compelled to proceed according to results of such tests
as are available which have been conducted elsewhere,
and in accordance with engineering principles, plus
a measure of common sense.

With a testing organization such as we have in
mind functioning with proper facilities and financial
support from the motor vehicle license receipts, deci-
sions of expediency and special interest influence in
legislation would pass into the discard, and our
future motor vehicle legislation could be based upon
sound economic and engineering principles.

Recommendation — A properly equipped research
testing laboratory be authorized and financed
under the direction of the proper state agency,
to acquire engineering data pertaining to the
operation and effect of vehicles on highways.

ENFORCEMENT

It is the opinion of your committee that regula-
tions are of little or no value unless properly enforced.
(Continued on next page.)

COMMIT NIC A TIONS

Urges Importance of Ocean-to-Ocean Roads

Los Angeles, Cal.,

March 1, 1927.
Editor California Highways and Public Works :

Strange to .say we daily hear of highway construc-
ti<jn. the progress and the great necessity, also the
vital advantages, yet we hear nothing of the most
import.-int and vital link in it, meaning a national
ocean-to-ocean highway. Strangely, the auto clubs.
State Highway Commission, public officials and
authorities and all official organs of the aforesaid are
silent on this topic.

Today we have the spectacle of the richest, greatest
nation on earth, with its citizens ploughing their way
through hundreds of miles of uiuiaved roads, or poorly
paved, to the destruction of auto, the nerve system
and the spinal column, whilst thousands of people are
out of employment. We with the v.-istest supply of
men, material and money, have no National Highway,
where we should have two, one north, one south ; great
paved roadways, say fifty feet wide at least, foi-
pleasure, business, preparedness. Why such inef-
ficiency, why such fase economy, why such inexcus-
able lack of ordinary business sense?

Is it possible that ultericjr motived influence holds

off this vital improvement ; is it the same selfish,
jealous crew that for decades held back the Panama
Canal, that has aborted a great system of internal
canals, that allowed the Mississippi Valley to fall
victim to a world catastro-
phe, namely the national
railroad interests, which do
not, but should belong to
the people, and thus pre-
vented from casting monkey
wrenches into needed pub-
lic enterprises? Private
monopoly all too often
sti'angles and smothers
l)ublic improvements until
they can dominate them for
their own exploitation. Is
railroad influence smother-
ing national highways?

It is the bounden duty
of all public officials, auto
clubs and the press to ham-
mer on ocean-to-ocean high-
ways until we get them.

Anything less is plain C. H. V. Lewis.

traitorism to a public

duty ; there exists no excuse for delay ; the present
situation is a disgrace and a menace to the nation.

Charles H. V. Lewis,
Senator, Thirty-eighth District.

CALI FORMA UKillWAYi^ AND PUBLIC WORKS

33

TRAFFIC RECOMMENDA-
TIONS OF SUPERVISORS

(Continued from page 32.)

Hy far the groat majority of the commercial users
of higliways have a desire to comply with all regu-
lations which are put into olTect. There is, however,
another group who endeavor by every device and trick
of the trade to evade traflic regulations and require-
ments. It is for this minority that enforcement
machinery must be set up, and it is for them that
there must be certainty of punishment, if it is to be
effective.

Consideration of truck weights and regulations
immediately points to the necessity for uniform
enforcement. The system of enforcement at present
employed in this state is not as satisfactory as is
needed, in that there is a lack of uniformity between
the various counties and between the counties and
the cities. Both truck operators and motorists alike
become familiar with the different importance placed
upon certain infractions in various communities, and
there is a tendency toward a general disregard of the
restrictions which we now have. It is useless to add
to or modify the restrictions of the Motor Vehicle Act
without placing the enfcircement machinery in full
repair. It appears to us highly desirable that regu-
lations should be uniform throughout the state.
Trucks can travel up to 300 miles in a single day.
In so doing they pass through many different com-
munities. Under present conditions it is impossible,
without full control being vested in some central
administrative head, for enforcement to be uniform.

The disadvantages of the present dual control are
well known. The officers are usually local residents,
and inasmuch as they are paid out of funds which
would otherwise come to the county, they are really
paid by the county, although the funds are actually
handled by the Motor Vehicle Division. The local
governing bodies influence the officers, for under the
present system they can reduce or increase the num-
ber of officers as they see fit. This influence is not
always in harmony with the policies of the Motor
Vehicle Division and such a situation is demoralizing
to the personnel.

Officers can not be readily transferred from one
locality to another under the present system, thus
preventing the Motor Vehicle Division from dis-
tributing the forces throughout the state to the best
advantage.

The existing discretionary right of the courts in
the matter of fixing fines constitutes an encourage-
ment for influential violators to use every means pos-
sible of evading the penalties. Such evasions make
impossible a uniform law enforcement, if for no other
reason than the discouraging influence upon the traffic
officers themselves.

We see no reason why minimum penalties should
not be specified, of a sufficient amount to constitute
a deterrent.

Some motor vehicle operators consider that it is a
distinct financial gain to themselves to evade some of
the present regulations, and repeatedly pay the fines
that might be imposed upon them under the present
provisions of the Motor Vehicle Act.

Your committee has discussed different methods by
which the existing dual control might be eliminated,
and are insistent that adequate enforcement is the
most vital modification needed. However, it is out-
side our province to specify and recommend to your
honorable body the exact manner by which improve-
ment of present methods should be accomplished.

Recommendation — (a) That a manner of uni-

form enforcement of the provisions of the Motor
Vehicle Act be put into effect which will secure
a greater degree of compliance with these pro-
visions.

(b) That minmium penalties be specified, of a
sufficient amount to constitute a deterrent.

lOUR-WlIEEL TRUCKS

Your committee has no quarrel with the present
weights permitted on motor vehicles. The maximum
gross load of 22,000 pounds on a 4-whecl motor
vehicle as it now stands in the law appears to us
reasonable from every viewpoint. It has been agreed
upon as a result of modifications in legislation over
the past six years. We do not find the commercial
haulers dissatisfied with it, and we are unable to
agree with the view that this weight is destructive
to improved roads.

Truck hauling is an essential part of our economic
life. The delivering of commodities from factory
or farm to their market, with the speed and con-
venience afforded by trucks, results in a saving
reflected to every individual in the state. The high-
ways and the trucks are the logical exten.sion and
supplement of the railroad lines. To bar reasonably
loaded trucks from our highways would seriously
impair the existing economic structure to a greater
extent than the small benefit which would accrue
from preventing some road damage.

We incline to the view that the building of high-
ways, for whatever purpose, entails upon the public
the duty of expending sufficient money to insure
improvements of practical value, under reasonable
restrictions, for all reasonable types of transporta-
tion.

A reasonable attitude towards economical trans-
portation requires that a reasonable load be per-
mitted. A 22,000-pound load permits the hauling of
5 to 6 tons on the average 5-ton truck, which net
load is in accordance with the manufacturer's rated
capacity. To disturb this figure would have far
reaching and disastrous effects on the truck industry
as well as on our economic structure.

Recommendation— That the maximum gross load
to be permitted on a motor vehicle having four
wheels shall be maintained at 22,000 pounds.

SIX-WHEEL TRUCKS

It has been established through tests conducted by
disinterested agencies that with the same load, the
placing of additional sets of wheels under a 4-wheel
motor vehicle lessens the wheel pressure on the road
and the impact on the road surface. It is therefore
logical that this reduction should permit an increase
in the load. No increased menace to road improve-
ments is presented except to bridges, with an increase
of 12.000 pounds in the total load, and assuming that
the original 4-wheel vehicle weighs 22,000 pounds
gross.

We realize the menace which this increased load
presents to the older and more obsolete bridges, but
the improvement of our highway surfaces has advanced
farther than the modernizing of our bridges. They
constitute extremely important links in our system of
communication, and we can not postpone a policy of
bringing obsolete bridges to a condition equally strong
as our road surfaces. We believe it to be the duty
of public officials to arrange for repairing or rebuild-
ing weak bridges in accordance with the modern
standards required by modern traffic. The greater
transportation economics resulting from a larger load
on G-wheel motor vehicles justify this increased out-
lay of public funds.

34

VAL/FOh'\JA ma II WAYS A\n JTJiJJC UOA'AN

Recommendation — That the maximum gross load
to be permitted on a motor vehicle having six
or more wheels, or on any other vehicle, shall be
34,000 pounds.

SIX-WIIEEI. THICK UBU'INED

Since the Motor Vehicle Act was amended in 1928
to permit a gross load on C-wheel vehicles of 34.000
pounds, it has been demonstrated that a definition is
needed of what is to constitute a 0-wheel vehicle. Due
to the lack of suitable definition, a considerable
industry has sprung up for the placing of additional
axles under trucks originally built with two axles.
You are all familiar with some phase of this situation
and have seen the various devices masquerading under
the gui.se of an additional axle, by means of which
the addition of 12.000 pounds of load is justified under
our present law. The obvious intent of the legislature
in permitting a G-wheel vehicle to carry additional
load was that the load should be equally distributed
between the major axles at the rear of the motor
vehicle, for it is only in this way that abuse of the
additional axle privilege can be prevented.

We have examined many designs submitted to us.
and find that there are inherent difficulties which
prevent a uniform distribution of the load between
the main axle and the attachment. The load on the
main axle can not be reduced below a certain amount
and taken up on the idler, because of loss of traction.
A large proportion of the weight of the rear of the
truck must be on the traction wheels. Therefore, all
of the G-wheel attachments provide for the distribu-
tion to the additional axle of only the minor portion
of the load.

Some of the devices in use are so complicated that
the inertia of the movable parts in passing over an
obstruction would prevent the additional axle from
taking the load for which it was designed. Others
are in daily use which permit the additional axle to
be drawn up and held free from the ground at the
will of the operator, so that all the load will be on the
tr:iction wheels.

That abuses such as these should be countenanced
is inconceivable. Before these industries grow to
larger proportions, a specific definition of a 6-wheel
truck should be written into the law. The only
])roper definition is one which will compel an equal
distribution of the load on all four rear wheels, to be
accompanied by equal driving capacity through both
rear axles.

Recommendation — That on motor vehicles per-
mitted to carry a maximum gross load of 34,000
pounds, additional axles shall be spaced not closer
than 42 inches to the adjacent axle. The maximum
axle load for such vehicles shall not exceed 14,000
pounds and the maximum xA^heel load shall not
exceed 7,000 pounds.

mui.tiplp: axle trailers

Another abuse not anticipated when the law was
modified in 1!)2.S is created by the manufacturers
of trailers. Trailers are constructed and in use on
the highways on which loads up to 100,(M)() pounds can
be carried. This is done by the .setting of short axles,
with a wheel on each end, in the same transverse
place across the body of the vehicle. For instance,
in the same plane, there are in some cas(>s, as many
as three axles and six wheels. Under the present
wording of the act. these vehicles can not be con-
sidered illegal if the weight on each wheel does not
exceed 0,000 pounds, the weight on each axle 18,000
pounds, if sufficient width of rubber is provided to
keep the weight per inch width to 700 pounds or less.
However, public highways can not be expected to

c.nry such unreasonal)le loads, and they should not
be i)ermitted. Prevention of the occasional moving of
the loads for which these trailer vehicles are built
would not interfere with the economic structure
dependent upon truck transportation.

Recommendation — It is our recommendation that
motor vehicle or trailer axles placed on trans-
verse planes, which are closer together than 42
inches shall be considered as one axle.

AXLE LOAniNCiS

From ;ill the evidence produced before our com-
mittee, we do not find that the operation of a 4-wheel
truck with a gross load of 22.000 pounds requires an
axle limit as high as 18,000 pounds. The limitation
of axle loading on a 4-wheel truck should be reduced
to 10.000 pounds, with S.OOO pi>unds permitted on
each wheel.

Recommendation — That the maximum axle load-
ing on a 4-wheel truck be reduced from 18,000
pounds to 16,000 pounds, and the maximum wheel
loading be reduced from 9,000 pounds to 8,000
pounds.

TRAILERS

It is not practicable to apply to trailers the same
principles of load distribution that are recommended
for application to motor vehicles. We find consider-
able abuse in the use of trailers.

There are limitations in the design of motor vehicles
which compel the manufacturer to allow for a large
proportion of the load on the rear. This is done in
order to obtain traction, brake action, etc. Trailers
with four wheels and two axles should be permitted
to carry the same load as 4-wheel motor vehicles.
However, just as soon as a trailer becomes a vehicle
with six or more wheels, complications arise regard-
ing the distribution of the load between the axles,
and the location of the additional axles. Load dis-
tributi<m between the axles of a trailer is impractical
to enforce and depends upon how the live load is
.adjusted. On a motor vehicle, the load distribution
is dictated by design limitations.

Recommendation — That the maximum gross
trailer load shall not exceed 22,000 pounds, the
maximum load on any trailer axle not to exceed
16,000 pounds, and on one wheel 8,000 pounds.

INCREASED SPEED FOR TRUCKS

T'nder the present law. vehicles on pneumatic tires,
weighing less than 18.000 ix)unds, are permitted the
regular touring car speed of 40 miles per hmir. Under
this section the heavy stages operate.

There is probably no jirovision of the Motor
Vehicle Act which is .so largely violated as that
which limits the speed of heavily laden trucks on
solid tires, and these violations account for most of
the diimage to highway improvements.

It is well known that the cushioning effect of
lineumatic tires minimizes the destructive effect of
lieavy loads, but on account of greater operation costs
the industry should be further encouraged to discard
the destructive solids in favor of pneumatics.

The essential element of relief of traffic congestion
is to keep the traffic moving at a rapid rate. This
is also essential to reduction in transportation costs.
It therefore seems desii'able to your committee that
less drastic si)eed limitations should be imposed on
heavy truck transportation, when handled by eciuip-
ment less destructive to the highway.

There is a glaring inconsistency in the present act
in permitting a gross load less than 18,000 pounds,
on pneumatic tires, to travel at touring car speed,
and then I'estricting a lo.-id of 18.001 pounds, on the

CM.I FOh'M \ II Id II WAYS A\h I'l lil.lC H'OA'A'N

siiiur tire (MHiipmciit, to ,i speed (if L'O miles per licuii-.
The boiK'iit U> liij;h\v;i.vs mikI to ecoiioiiuc triuisporta-
tioii which will accrue from incroiisiug the present
speed restrictions. i)rovided hrakin}; facilities are
.•ide(inate. in accordance with another reconiinendatiou
in this same rei)ort, will more than olTset any pos-
sil)le disadvantage that we can foresee.

Recommendation — That Section 118 (a) of the
Motor Vehicle Act be amended to fix speed of
trucks equipped with pneumatic tires as follows:

Trucks, including loads, weighing less than
18,000 pounds, 40 miles per hour; trucks, includ-
ing loads, weighing 18,000 pounds, and not exceed-
ing 22,000 pounds, 30 miles per hour; trucks,
including loads, weighing over 22,000 pounds, 25
miles per hour.

BIJAKING STANUAKD

A serious defect in our present Motor ^'ehicle Act
is the lack of standards for braking. The present law
that the brakes shall be ade(iuate to promptl.v check
the speed of and stop such vehicles does not mean
much from an enforcement standpoint. As the per-
mitted speed becomes greater, it is correspondingly
necessary that there be a standard of braking, to
which all vehicles should conform. This is not a
difficult standard to set up and would be of vast
assistance to the enforcement officers. Further
elaboration of this point is considered unnecessary.

Recommendation — That every motor vehicle or
combination of motor vehicle and trailer operat-
ing upon the public highways shall be equipped
with brakes adequate to bring such motor vehicle
or combination of motor vehicle and trailer to a
complete stop when tested upon dry asphalt or
concrete pavement surface where the grade does
not exceed one per cent, and when operating at
speeds set down in the following table, in the
distance set opposite such speeds, provided that
no vehicle shall be tested for brake efficiency at
a speed higher than that permitted by law for
such vehicle, and further provided that no vehicle
be tested for brake efficiency at a speed higher
than 30 miles per hour.

M iles per hour
10
15
20
25
30

Stopping distance
9.3 feet
20.8 feet
37.0 feet
58.0 feet
83.3 feet

And provided, further, that any truck, when
loaded to capacity, shall have not less than 70 per
cent of the gross load under brake control; and
any trailer with gross load in excess of 6,000
pounds, when loaded to capacity, shall have not
less than 50 per cent of the gross load under brake
control.

The above section, however, shall not apply to
implements of husbandry, special mobile equipment,
(>r equipment under special permit.

The operation of solid tire equipment after its
useful life has past is one of the most common abuses
on both highway and vehicle. The present Motor
Vehicle Act does not adequately cover the situation,
but is framed for perfect rubber conditions.

It is the custom of many operators to wear solid
tires down to the point where resiliency has passed
from the rubber, and this condition often exists even
though there is a compliance with the present law
as to thickness. Uneven tire surface caused by gouges

and cuts iM<'rease the imp;ict nnd destructive effect
of solid tires.

Recommendation — That vehicles equipped with
tires of any material other than metal, the weight
resting upon the surface of the highway should
not exceed 600 pounds upon any inch of the
channel base width of tire.

That horse-drawn vehicles equipped with tires
of metal, the weight resting upon the surface of
the highway should not exceed 500 pounds upon
any inch of the width of the tire.

That the minimum thickness of rubber for
solid rubber tires should be as follows:

Width of tires, 3 inches to 5 inches, inclusive —
1 inch.

Width of tires, 6 inches to eight inches, inclu-
sive— Ij inches.

Width of tires, 10 inches and over — ^l inches.

That the variation in the width of the entire
traction surface of solid rubber tires due to injury
or wear should not exceed 15 per cent.

That the variation in the thickness of the rubber
of solid tires on any part of the entire traction
surface, due to injury or uneven wear, should not
exceed 15 per cent.

That solid rubber tires should not be permitted
to be used on public highways when any portion
of the rubber is not securely attached to the
channel base.

That dual solid rubber tires should not be per-
mitted to be used on public highways if there is
average difference greater than one-eighth inch
between the outside diameters of each of the single
tires composing the dual tire.

CONCLUSION

Your committee, assembled from various portions
of the state, has considered this matter with a sincere
desire to be helpful. We believe that in the past
insufficient weight has been given the opinions of
those competent to know, through training and obser-
vation, as to the effect on highways.

It was our decision early in our consideration that
it should not be required of your committee to frame
in detail the exact wording of recommended legisla-
tion, believing that this task can better be performed
by a legal committee appointed by your association,
with whom we would be glad to cooperate.

Our report represents our own opinions, and not
the opinion of any private interest, association or
group. We trust that if you can not subscribe to all
of our recommendations, at least part of them will
prove helpful to you, and if so, we will feel gratified
that we have contributed even to a minor extent in
effecting a definite adjustment between two seemingly
conflicting interests — that is, the public on one hand
and the commercial highway user on the other.

In the United States there is a mile of road for
e\'ery forty persons. Brazil has only a mile to 944
persons. Conversely, every person in the United States
has 44 yards of road to walk or ride upon, while the
Brazilian must be satisfied with less than 2 yards.
We have a mile of road in every square mile and a
quarter of area, and Brazil has only a mile in each
10 square miles. Chile has one mile of road to everj'
150 persons, or each Chilean has the use of 12 yards
of road. Chile has a mile of road in each 12 miles of
area. Last j'ear Chile spent approximately 48 cents
per capita on roads, Peru spent less than 25 cents,
Uruguay $1.09, and Salvador 30 cents, while the
United States spent almost $11 per capita.

;:»;

rMJJOh'MA JUdlJWAWs A\D PlBLlc WOUhs

Complete Text
of Feather Road
Routing Report

[Editor's N'otk: A large number of requests have
been received for the complete text of the recommenda-
tion of B. B. Meek, Director of the State Department
of Public Works, in the matter of the location of the
Feather River lateral of the state highway system.
Below will be found Mr. Meek's report and recom-
mendation to the California Highway Commission
together with the formal vote of that body.]

February 15, V.YIS.
T'j ihc California Hiijhnaij Coiniuission.

(iEXTLEMEN : Cousi.steut with an allotment made by
you for the purpose and at my request, an engineering
study of possible routes connecting Quincy, the county
.seat of Plumas County, with the state highway system
at Oroville was begun last August. This study very
early developed the fact that a road via the Middle
Fork, Feather River Canyon, would be shorter from
Oroville to Quincy and from Oroville to the Nevada
state line than a road via the North Fork Canyon.

I quote from this first engineer's report :

It has been assumed for purposes of this report
that any available route within the Feather River
drainage will qualify (legally). * * *

The climate and topography of the country lying
between Oroville and Quincy have had a distinct bear-
ing on the matter of the routing of this highway.
Always supporting the demand for a river highway in
preference to a route over the ridge has been the
contention that the river route would be a part of an
all-year open road over the Sierras.

Such a possibility actually exists because of the wide
separation between the geographic and climatic sum-
mits in this region. The geographic summit is at
Beckwith Pass at the headwaters of the Middle Fork
or at Fredonia Pass at the headwaters of the North
Fork. The climatic summit lies along a high western
range extending from Red Mountain in the Yuba River
territory northwesterly to Mt. Lassen. This range
causes heavy precipitation far to the west of the
geographic summit with the result of light rain or
snowfall in the Sierra Valley or at Beckwith Pass.
This heavy precipitation falls as snow on the higher
parts of the range to a depth at times as great as 20
feet and effectually blocks the roads over the ridge
for from five to seven months of the year.

The North Foi-k cuts through this ridge at a low
elevation and heads near Fredonia Pass. This pass is
on the Red Bluff-Susanville lateral and is .5700 feet
in elevation. The Middle Fork of the Featl>er River
also cuts through this ridge at an elevation below heavy
snriwfall and heads near Beckwith Pass.

To reach Beckwith Pass by the North Fork Route
the road must go over Lee's Summit on Spring Garden
Ridge at elevation 44.50 lying east of the climatic
summit but siill having frequent snowfall to the
depth of 5 feet or more. No summits within the snow
area are crossed via the North Fork to Quincy.
Quincy, at elevation .3400, frequently has snowfall to
a depth of 4 feet and has had as much as 6 feet.

No intermediate summits are crossed on a route
following the Middle Fork leading to Beckwith Pass.
To reach Quincy, however, it is necessary to cross the
Thompson summit between Nelson Point and Quincy.
This summit is the same elevation as Lee's Summit arid
being but a few miles closer to the climatic summit,
has about the same snowfall.

The conclusions from a study of climatic conditions
are that no road will be snow free to Quincy or to
Beckwith Pass to such an extent that snow removal
equipment will not have to be kept in readiness. A
road over the ridge via Bucks does not appear prac-
ticable as an all-year road. Either of the river roads
could be kept open practically every day of the year
at a reasonable cost for snow removal. In so far
as can be ascertained exceptions to this latter state-
ment might occur with such heavy snowfall as is
reported for 1889-90 and 1907.

The profile, page 5 of maps, shows comparative
data for the major routes over the Sierras compared
with the Feather River Route.

These routes, naming them from south to north, are
the Placerville route over Echo Summit, the Victory
Highway over Donner Summit and the Yuba Pass
Route over Yuba Pass and Beckwith Pass. These
routes all have an advantage in distance over the
Feather River Route. This advantage, as far as winter
travel is concerned, is offset by the high summits to be
crossed and the depth of snow.

For purposes of considering the possibilitv of keep-
ing any of these roads open over the high summits the
area covered by snowfall may be divided into two
classes : First, that wliere prompt work with a push
plow during or after a storm will clear the roadway
with possibly a light rotary to follow and clear the
accumulated snow from the shoulders to give the push
plow a chance at the next storm. This may be classed
as light snow removal where maximum depth rarely
exceeds six feet and presents no particular problem
in the matter of keeping the road open or any particu-
lar hazard to trafhc. The other class involves removal
where snowfall is much heavier and the depth of
packed snow may reach 2 0 feet or more. This mav be
classed as heavy snow removal. Keeping road.s in
areas of the second class open to traffic may be verv
difficult and requires other equipment and methods than
are now employed. Likewise a hazard is presented to
traffic in the danger of getting trapped in storms or
drifts that may block the road in a very short time.

The difficulties in keeping an open road over high
summits depend somewhat on the mileage of light snow-
removal but more upon the mileage of heavy removal.

To maintain an open road over Echo Sunimit would
involve some 4.5 miles of light snow removal about 17
miles of which would be in Nevada, and about 10 miles
of heavy snow removal. Maintenance of an open
road over Donner Summit would require about 30 miles
of light snow removal and about 12 miles of heavy
snow removal. A road over Yuba Pass would require
about 30 miles of light snow removal and 10 of heavy.
To keep the Feather River Route open to the state
line would require light snow removal for about 75
miles. Only for about 25 miles except in abnormal
years would the use of a rotary plow be necessarv.

For at least 25 miles of this distance the graders
or tractor graders used on regular maintenance would
keep the road clear. * * *

To find a justification for the large expenditure
that construction of a river route would require, we
must find other uses (than local traffic) for this road.
Nor need we look far to find them for an extension
of this route across Beckwith Pass would encounter
less snowfall than any other route. This is due to
the fact that the forks of the Feather River cut
through the area of heavy snowfall at comparatively
low elevations.

There is an unmistakable and growing popular
demand for the maintenance of an open all-vear road
over the Sierras. This demand whether it takes the
form of periodical or continuous agitation for keeping
open some particular road or pressure for construction
of a route that may be kept open with much less
difficulty may be taken as evidence of a necessity that
means be provided for continuous access to the states
lying east of California.

It is becoming more obvious that northern California
for its more complete development requires an open
road over the mountains. Heavy snow removal on the
roads over high summits presents problems bevond
satisfactory solution on existing roads or with equip-
ment now available. The most practicable means of
obtaining such a road would appear to be the con-
struction of a route that would cross the mountains
at a lower elevation and encounter less snowfall.

Admitting that northetm California is unquestionahhi
entitled to one all-year road an-oss the Sierras the
opportunity to so lay out this Oroville-Quincy lateral,
or Feather River Route, that it icill become an integral
part of such a road, furnishes sufficient reason for
expending whatever sum a high standard road along
the river ^vill cost.

*******

There is no traversable road following this route
(North Fork). County roads by various routes other
than the one described lead as far as Hog Wallow
Gap, about 1.5 miles southerly from .larboe. From
Hog Wallow to a point opposite Storrie — the location
of the power hou.se being installed by the Feather
River Power Company — a road has recently been built
by the Great Western Power Company for a distance
of 24 miles at a cost of approximately $330,000. This
road utilizes for about one-third of its length the old
Utah Construction Company road which has been
widened somewhat. The road was built bv the Great
Western Power Company first, in order to facilitate
delivery of material for the construction of a trans-
mission lina from Storrie to the valley to carrv the
power from the Storrie plant, which "power is" con-
tracted for by the Great "Western Power Company.
This road will also serve in the future as a means of

(A LI FORMA lUGUWAm AND FUBLW WOliliti

;j7

access 1(11- maintenance of this line and the Caribou
line of the (^ii-eat Western Power Company.

I am advised that the grades of this road are so
laid out tliat improvoment of alignment can be made
witliout exceeding our maximum rate. In order to
secure better access to the power lines it has undula-
tions that would not be warranted in the location of a
highway. While Butte and Plumas counties have con-
tributed to the construction of this road and regard
it as a completed portion of the North Fork highway
it is doubtful if any portion of it could be folllowed
by a state highway location. In the first j^lace, adverse
grade should be reduced as much as possible, and
second, the location should be as far from the trans-
mission lines as practicable. Tliis road as built is
for the major portion of its length very close to oni'
or both transmission lines and portions of it are
dangerously close to the Western Pacific Railroad.
See photographs 259 and 263, page 61. The cost
of widening and straightening this road to meet the
minimum requirements for a state highway would be
exorbitant in the matter of so handling excavation as
not to injure tlie transmission lines and in the matter
of interference with the towers in the improvement of
the alignment. This subject is further discussed
under the heading of "Alternates."

Between Storrie and Camp Rodgers several short
pieces of the old Utah Construction Company road are
found but these are of very limited value even as
pioneer roads to aid construction.

Under the direction of Supervisor Wm. Lawrence
of Plumas County, a road is being graded from Indian
Falls, a resort on the Greenville-Quincy road about 13
miles north of Quincy, down Indian Creek and the
East Branch toward Twain. This is a fair county
road for very limited traffic and is being built as a
part of the North Fork Highway. It will serve Indian
Valley better than it will Quincy and above the junc-
tion of Indian and Spanish creeks — 3 miles below
Indian Falls — this road would not be a part of the
road to Quincy. It will furnish a better outlet to the
territory adjacent to Twain which is now reached by
a narrow and steep road connecting with the main
road about 5 miles north of Quincy.

Between the present end of this road and the dead
end of the Great Western Power Company road at
Storrie are 29 miles of road to be built to afford a
usable connection. Reports regarding this road plac-
ing the length to be built to complete the route as 17
miles are incorrect.

CONCLUSION

The data herein set forth indicate that an inter-
state route using the major portion of the Middle
Fork Route has these advantages :

It is 24.6 miles shorter than any other suitable
route.

It will be more easily kept open throughout the year
than a route via the North Fork over Lee's Summit.

It will cost less than the North Fork Route.

As a road to Quincy the Middle Fork Route will be
7.7 miles shorter than the North Fork Route and will
cost $1,295,727 less.

Considered independently as an interstate route, the
Middle Fork will cost $1,131,975 less than the North
Fork Route.

The additional cost of keeping the Middle Fork
Route open to Quincy is insignificant.

These disclosures suggested the need of ascertain-
ing the legal status of the Middle Fork Route. I con-
ferred with Attorney General Webb and the Depart-
ment of Public Works attorney, C. C. Carleton, and
subsequently requested a legal opinion from each of
these gentlemen. I quote from attorney Carleton's
opinion :

January 30, 1928.
Mr. Bert B. Meek,
Director of Public Works,
Sacramento, California.

Dear Sir : Subject : Legal jirohlems relating to the
locatioyi of the state highway between Oroville and
Quincy.

FOREWORD

A massive volume of absorbing interest could be
compiled containing the general history of the pre-
sentation, promotion and consideration of various
routes for a state highway from Oroville to Quincy,
as set forth in various engineering, economic and
military reports", petitions and resolutions of puMic and
civic bodies ; and the offlcal acts and orders of the
California Highway Commission from the organiza-
tion of the Commission, in the year 1911, to the
present time.

The fdcs and minutes nf the Commission reveal a
wealtli of information concerning the engineering
advantages and disadvantages of the rival routes,
their respective scenic attractions and historical
associations, and their adaptability, or lack thereof
as logical links in all-year military and interstate
hgluvay systems.

But despite the accumulation of this fund of
engineering and economic information during the past
sixteen years, one of the most important angles of the
situation, namely, the legal, has remained unsettled
and untested.

To the present time the legal questions involved in
the location of this much discussed portion of the state
highway system have been moot ones, and, within the
past thirty days, for the first time the Attorney General
of the State of California has been requested to
render a formal opinion as to the legal aspects of the
matter ; such request being made by you.

It is the purpose of this report to review the legal
history of the proposed project, to state some of the
legal points arising therefrom, and to indulge in some
speculations as to the probable conclusions of the
courts should their intervention be sought.

ROUTES FOR A STATE HIGHWAY" FROM ORO-
VILLE TO QUINCY UNDER CONSIDERATION

1. North Fork Route.

Which follows the North Fork of the Feather River
to its junction with the East Branch at Howells ; thence
along the East Branch to the junction of Indian
Creek and Spanish Creek at Paxton ; thence following
Spanish Creek to Keddie ; thence to Quincy.

2. Ridge Route.

Which follows in a general way the route of the
present traveled road from Oroville to Quincy via
Buck's Ranch, lying between the North Fork and
Middle Fork routes.

3. Middle Fork Route.

Which follows the Middle Fork of the Feather River
via Nelson Point to Quincy.

Comparative costs and distances of the routes.

The North Fork Route will be 81 miles in length
between Oroville and Quincy, whereas the Middle Fork
will be but 73.3 miles in length.

Hence the Middle Fork Route, as between these two
cities, will be 7.7 miles shorter than the North Fork
Route.

As a link in an interstate connection, the Middle Fork
Route will be 24.6 miles shorter than any other all-
year route in that vicinity.

As a road to Quincy, the California Highway Com-
mission's engineers estimate that the Middle Fork
Route will cost $1,295,727 less than the North Fork
Route ; that, considered independently as an inter-
state route, the Middle Fork will cost $1,131,975 less
than the North Fork Route to the Nevada state line.

The engineers estimate that the gross cost of the
North Fork Route will be $7,655,607 ; that of the
Middle Fork Route will be $6,359,880.

It is conceded that the Ridge Route would be shorter
and less expensive than the other two routes, the
mileage being 66 miles between Oroville and Quincy
and the probable cost about $3,000,000, but the Ridge
Route would not provide an all-year road as would
the other routes, for the reason that it is blocked by
snow for a portion of the year.

The foregoing data are presented as pertinent to
questions of directness and practicability to which
reference is hereafter made.

TJie first two state highway bond issues.

In 1910 California passed its first state highways
act providing for a bond issue of $18,000,000.

In 1916 the second state highways act was passed
providing for a bond issue of $15,000,000.

These two acts were referendum measures and pro-
vided for the construction of a system of state high-
ways, including county-seat laterals.

Oroville and Quincy were not expressly named in
these acts, and the mandate to the State Department of
Engineering, the predecessor to the State Department of
Public Works now acting through the California High-
way Commission, was that it should locate the high-
ways by the most "direct and practicable" routes.

By these acts a very liberal discretion was vested
in the state highway officials, they being limited only
by the words, "most direct and practicable routes."

It will probably not be seriously urged that if only
these two acts were in force at the present time,
tliat a court would annul the action of the California
Highway Commission, if, in the exercise of such dis-
cretion, it should choose either of tlie three routes,
or modifications thereof, for the final state highway
location for a county-seat lateral between Oroville and
Quincy.

::!S

(A LI FORMA HIGHWAYS AND PUBLIC WORKS

The general rule of law would apply that the court
would not interfere in such a case, unless bad faith
was clearly shown.

As a matter of history, it may be safely stated
that prior to 1919 the Commission, owing to a shortage
of funds and considering tlie large estimate of probable
cost of the North Fork Route (the Middle Fork Route
not being a serious contender in that day for location
honors), was strongly inclined toward the Ridge
Route on account of its shorter mileage and lesser
expense.

Had the Ridge Route been actually adopted at that
time such location would have been legally unassail-
able.

Constitutional ameiulment of 1919.

At a special election held July 1, 1919, the people
of the State of California adopted a constitutional
amendment (section 2, article XVI) providing for the
issuance of state highway bonds to the amount of
$40,000,000 to complete the projects contemplated l>y
the two previous state highway bond issues in amounts
$18,000,000 and $15,000,000 respectively (including
county-scat laterals), and to construct thirty-one
additional projects specified in the constitutional
amendment.

One of the "additional" highways was designated
"Feather River Route, Oroville to Quincy."

Feather River Roxite, Oroville to Quincy.

The "Feather River Route, Oroville to Quincy," is
described as an "additional highway," "to be located
by the most direct and practical route," in the
$40,000,000 highway bond constitutional amendment
of 1919.

The significance of such designation has now become

the subject of legal interpretation and research.
* * *

The North Fork Route was the one followed by a
transcontinental railroad, whose nationally known
slogan for years has been the "Feather River Route,"
and which, very naturally, resulted in the North Fork
highway route also being called the "Feather River
Route." The snow free, non-snowshed features of this
railroad gave impetus to the agitation for an all-
year road via the North Fork Route. The press in
1919, and prior thereto, alluded to the North Fork
Route as the "Feather River Route." Maps issued as
campaign publicity (but not as official maps, accom-
panying the bond election) preliminary to the special
election of July 1, 1919, set forth the North Fork
Route, its mileage, and the estimate of cost thereof
as made by the California Highway Commission's
engineers.

But the most important contemporaneous piece of
evidence is the following statement of the Engineering
Department of the California Highway Commission
issued in 1919 just prior to the special election, which
is in words and figures following :

"FEATHER RIVER ROUTE, OROVILLE TO
QUINCY, in Butte and Plumas counties, about
92 miles in length, to be graded in the mountain-
ous portion, and paved in the valley if there is
suflicient money.

Under the former bond issue a road from Oro-
ville to Quincy was included and $850,000 is now
added to cover the additional cost of building the
road on the Feather River Canyon Route instead
of via Buck's Ranch as heretofore contemplated.

This road, following the canyon of the North
Fork of Feather River, through the mountains,
will, in connection with the present Beckwith Pass
road, furnish a practically all-winter route across
the central Sierra Nevada, as well as open up a
beautiful region, abounding in fish and game, to
the tourist.

Among California's most valuable assets must
be counted her mountain playgrounds, and this
road will open up to the motoring public a number
of beautiful spots, novs- accessible only by rail-
road, if at all.

From Quincy, the easterly terminus of the pro-
posed road, some of the most attractive spots in
the entire Sierras are within easy reach."

This was an explanation prepared by the department
for use in the campaign.

Concluding this portion of the report, it can be stated
without fear of successful contradiction, that the real
reason why the North Fork Route has not been built
has been because of shortage of funds to "tackle the
job." To the present time such construction has been
financially forbidden.

As a matter of record, the California Highway Com-
mission adopted the North Fork Route on the 20th
day of October, 1921. Init on .January 4, 1923, this
action was rescinded by the following action :

"It appearing that the surveys of the proposed
highway up the North Fork of the Feather River
connecting Oroville and Quincy have shown that
the cost of such a road built to standard width
would approximate $7,000,000 with $1,300,000 in
the bond issue for its construction ; that the
conditions as imposed by the United States Bureau
of Public Roads as a prerequisite to the use of
federal funds on this road would unduly ol)Iigate
and commit California's share of these funds for
many years to come to the disadvantage of the
state ; that the construction of the highway up the
North Fork of tlie Feather River involves compli-
cations difficult of solution with the Western
Pacific Railroad and the Great Western Power
Company which have certain established rights in
the canyon secured by prior occupancy, with the
possibility of damage actions involving large sums ;
that the maintenance of the proposed highway up
the North Fork would be excessively heavy ; it
therefore appearing that the surveys along the
North Fork of the Feather River have shown that
the route does not conform to the mandate of the
bond issue for construction along 'the most direct
and practical route.'

VOTED, that the vote of the California High-
way Coinmission of October 20, 1921, adopting said
route is hereby rescinded, and that the State
Highway Engineer be instructed to immediately
discontinue all surveys and plans thereon."

No official action has been taken by the California
Highway Commission regarding such location subse-
quent to January 4, 1923, as far as the writer can
ascertain.

CONCLUSIONS

First : In the opinion of the writer of this report,
the selection of the "North Fork Route" could not be
successfully attacked in the courts.

Second : That when the phrase "Feather River
Route" was employed, that it was positively "intended"
to apply to the so-called "North Fork Route."

Third : That the California Highway Commission
can not ignore section 2, article XVI, of the constitu-
tion $40,000,000 bond amendment of 1919 and justify
a location on the Middle Fork or any route other than
the "North Fork Route" by reason of any authority
previously granted by the first two state highway
bond acts.

Fourth : That the fact that some other route may
be built one million or several million dollars cheaper
than the "North Fork Route' or that such routes may
be shorter or more suitable links in an interstate high-
way system, can not be taken into consideration by the
California Highway Commission, however feasible or
economical they may be, for the reason that the
intentional mandate of the law is to build a road from
Oroville to Quincy along the "North Fork Route" (by
the most direct and practical route adjacent thereto),
and the law makes no allusion to any state highway
project beyond Quincy or any prospective tie-up with
the highway systems of other states.

Fifth : That -should the California Highway Commis-
sion differ from the foregoing conclusions of the
writer, and determine to adopt a route other than the
North Fork Route, then the only suggestion that can
still be ventured is that no appreciable sum of money
be spent on such alternative route until the legality
and constitutionality of such location be first sustained
by the Supreme Court, after initiation of suitaljle pro-
ceedings for the judicial test thereof.

It would be most presumptuous for the writer to
urge that the Supreme Court could not, in its own
wisdom, conclude that the legislation did vest in the
highway location officials a paramount and exclusive
discretion in the matter ; that the words "Feather
River Route" are merely directory and of general
application ; or that the evidence presented on behalf
of the North Fork was not worthy of judicial credence
or entitled to lie admitted into a judicial record.

In closing this report, permit me to state, for you
have invited my frank conclusions herein, that I am
firmly convinced that if the case in favor of the "North
Fork Route" is fully and forcibly i^resented, that the
court of last resort will determine it to be the route.
and the only route contemplated by the constitution
of the State of California, and that such an interpre-
tation is justified by the historical facts surrounding
its selection by the legislature and the people.

Respectfully submitted.

C. C. Cari.eton.
Chief, Division of Contracts and
Rights of Way, Department of
Public Works.

CALIFOUMA IIKiinVAYH AM) I'LBIJV WOh'KH

39

1 (juiitt' triiin Attmncy Ociicrnl W'clili's (iiiiiiidii :
Sail FraiiL-isco, Fcliruary 15, 1928.

Hon. B. B. Meek,

liirector. llepartnieiit of I'ul)lic "Works,

Sacramento, California.

Dear Sir : Under tlie date of the ITtli ult. you submit-
ted for an expression of the views of this offlee three
(luestions, and indicated your desire to have an opinion
thereon prior to the meeting- of the Highway Commis-
sion to lie held on the 16th and 17th of February.
The three iiuestions so submitted l)y you are:

"1. Is this department limited by law in the
location to the so-called North Fork Route?

2. AssumiuK that the so-called Middle Fork
Route is shorter and less expensive, is this depart-
ment vested with the discretion to determine that
the Middle Fork location comes within the pur-
view of the state highway legislation, as being
'the most direct and practical route,' and as being
covered l)y the phrase, 'Feather River Route ;
Oroville to Quincy,' used in a general sense?

3. Assuming that the phrase, 'Feather River
Route ; Oroville to Quincy,' was intended by sec-
tion 2, article XVI of the constitution of Cali-
fornia ($40,000,000 bond issue) to mean the North
Fork, is this department legally justified, never-
theless, in locating a state highway on the Middle
Fork on the theory that this department was given
such authoritv bv the first two state highways
acts (1909 — $18,000,000 bond issue, and 1915 —
$15,000,000 bond issue), before the adoption of
section 2, article XVI of the constitution, and
that such section 2 expressly described the
'Feather River ; Oroville to Quincy' as an addi-
tional state highway?"

Following such presentation of your questions you
add :

"While the above questions occur to us, yet
we desire you to furnish to this department a com-
prehensive opinion on the subject matter, touch-
ing on such other points as may appear to you to
be pertinent to this inquiry."

As the answer to these questions in a measure
depends upon some facts of history, geography and
common knowledge, it seems appropriate that a refer-
ence to such facts be first made. * « *

Answering question 1, it is my view that your
department is limited by law in the location of the
Quincy lateral to the so-called "North Fork Route."

2. Mv view is that neither the assumption that the
"Middle Fork Route is shorter and less expensive,"
nor the existence or assumption of any other fact
would empower or authorize the highway authorities to
determine that the Middle Fork location comes within
the purview of the state highway legislation.

3. It is mv opinion that the authority given to the
highwav department bv the acts of 1909 and 1915 to
select the Middle Fork of the Feather River as the
route of the Quincy lateral was withdrawn by the act
of 1919. and that therefore such authority does not
now exist. I am of the further view that the "Feather
River Route ; Oroville to Quincy." is not "an additional
state highway," but is the only highway to Quincy.
the construction of which is now authorized ))y law.
* * *

Verv truly yours,

U. S. Webb,
Attorney General.

During the time that the attorneys' reports were
in course of preparation, we pursued the engineering
study. In fact, this study has continued down to the
present moment.

I have believed that before committing the state
to an expenditure involving several million dollars,
certainly an exhaustive study, both engineering and
legal, ought to be made. This has now been done.

I quote from the second engineer's report :

Like all modern highways in rural California, the
proposed highway through the Feather River country
will carry, and must be designed to best accommodate,
two general types of traffic, namely, recreational or
tourist travel, and business or commercial intercourse.
An appraisal of the needs of each of these types, as
applied to this particular road, is necessary in forming
a rational conclusion as to its proper location and
design.

The factors which enter into the make-up of the
best recreational road are strongly contrasted in some
respects to those which go to make up the best road
for business or commercial purposes. In the latter

l\pc, I'or crononiic reasons, tiic i-ii;ul must l)i- as sliorl
as possible, and free from all ol)stacles whicli will
retard speed of operation, and at the same time, be
safe for the tratHc it carries. Modern construction
standaids will eliminate most of the obstacles to this
speed of operation, and will make the road safe, but
tlie routing and location must be depended upon to
obtain the shortest distance and to minimize the
greatest obstacle to year-around traffic on this particu-
lar route, snow. For its use as a business or com-
mercial tiioroughfare, therefore, we must look for the
route which will serve the present and potential traffic
best by reason of the shortest possible instance, and
its freedom from snow in the winter season.

Contrasted to the two essentials of a commercial
road mentioned above, are the needs of a recreational
road. Distance, while important, should lie sacrificed,
in a rational degree, to make accessible to the totirist
his prime objectives, proximity to forest and stream,
mountain scenery and the natural beauties, and oppor-
tunity for sport and recreation. The other prime
reciuisite for the commercial road, freedom from snow,
is of little or no importance on the recreational roads,
since such roads are not used during the winter season.

Combining the values both for recreational and com-
mercial traffic of both feasible routes as discussed
above, taking into account the population, resources,
etc., given in the statistics, and their distribution as
shown on the map, it will appear that for the area
within the state, the advantages of the North Fork
Route outweigh those of the Middle Fork Route by
many times, probably more than five to one. This is
true, considering future possibilities for the develop-
ment of this portion of the state as well as present
conditions. * * *

Summarizing the above discussion of all traffic from
the neighboring states, it appears that the North Fork
routing will serve commercial traffic aliout -equally
as well as the Middle Fork, and that it will serve all
recreational traffic far better. * * *

That portion of this transcontinental traffic which
would be influenced by the routing of the Feather
River highway, will be benefited most greatly by the
route which makes most easily accessible the greatest
I'ecreational or touring possibilities. Distance is not
an essential, since, if it were, no such traffic would
traverse either highway in the Feather River country,
but it would all take the shorter route via Donner
Lake. * * *

The traffic of the area within the state will be more
greatly benefited by the construction of the North
Fork Route, as compared to the Middle Fork Route,
in the proportion of five to one or more.

Traffic with the neighboring states will be some-
what more greatly benefited by the construction of the
North Fork Route than the Middle Fork Route.

Traffic with far distant states will be more greatly
benefited by the construction of the North Fork Route,
as compared with the Middle Fork Route, in the pro-
portion of about three to one.

Considering the character and volume of traffic the
road will handle, and the area of the state to be served
and developed, it would appear that the advantages
of the North Fork Route, as set forth above, justify
its probable greater cost, as compared with the Middle
Fork Route.

(Note: Read Temporary State Highway Engineer
Morton's report.)

Both by General Webb's and attorney Carletou's
reports, yon will note that in their opinion a road
constructed up the Middle Fork Canyon will not
satisfy the law to connect Quincy and Oroville via
the Feather River Route, while both attorneys agree
that a road built up the North Fork Canyon Avill
satisfy the law.

The Middle Fork Route being precluded from
further consideration by the law. is the state justified
at this time in beginning the constrtiction of a road
up the North Fork Canyon, the cost of which will
run into several million dollars before it i.s completed,
or ought we take the view that the cost is too great
and thus prolong indefinitel.v the settlement of this
eighteen-year-old controversy, passing a determination
of the matter on to subsequent administration.s?

You will note that one of the engineers' reports
indicates that the Middle P"'ork will serve Nevada and
the East better than the North Fork, but that the
North Fork will serve Oregon. Idaho and the north-
west country better than the Middle Fork, and that
there is less snow between Oroville and Quincy via
the North Fork but more snow between Quincy and

40

CALlFOhWIA IJIGHWAYS AM) JTIiLIC WORKS

the Nevada state line on tliis route. However, the
recreational traffic will be greater out of all propor-
tion than the interstate traffic, and this report indi-
cates a very decided advantage in favor of the North
Fork Route for recreational traffic.

I have just returned from a trip with the engineers
through the North Fork Canyon and there are no
unusual |ihysical obstacles to the construction of a
road in this canyon.

Considering the fact that a road up the North
Fork Canyon will meet the constitutional require-
ment to connect Quincy with the state's highway
system ; that such a road will also serve as a link
to an all-year trans-Sierra interstate highway ; that it
will open up by a direct all-year route vast new
scenic and recreational areas ; that this is the only
county -seat lateral in the state on which not a single
dollar has been expended on construction ; and that
we can now finance one or more convict camps for
this i)i'oject, I recommend that location surveys be
immediately started in the North Fork Canyon and
construction proceed thereafter as fast as engineering
data are complete and funds are available.

Attached hereto please find both engineers' reports
and Temporary State Highway Engineer Morton's
letter of transmittal. Also please find attached the
complete opinions of Attorney General Webb and the
1 >epartment of Public Works attorney, C. C. Carleton.

All this for your consideration and appropriate
action.

A'ery truly yours,

B. B. Meek,

Director.

VOTE OF COMMISSION

Upon the conclusion of Mr. Meek's report and
recommendation Commissioner Baumgartner made the
following motion, which was seconded by Commis-
sioner Harris and adopted by unanimous vote.

That the report and recommendation of the Director
of the Department of I'ublic Works on the Oroville-to-
Quincy Lateral, State Highway, is hereby accepted and
approved ;

That tlie North Fork of the Feather River be and
hereby is adopted and designated as the route for the
Oroviile-to-Quincy Lateral, State Highway ;

That the work of construction shall be prosecuted
with all due diligence and as rapidly as financially
and engineeringly iiossible.

The beginning of the year 1928 saw increases in the
gas tax from 3 to 4 cents taking effect in two states,
Arizona and New Hampshire. The Arizona legisla-
tion was passed in August. In New Hampshire the
rate was increased from 2 to 3 cents early in 1927
and the special session in November boosted the rate
another cent.

This makes twelve states which have a 4-cent gas
tax, while six states have a higher tax, one having a
4^-cent rate and five having a 5-cent tax.

Fourteen states have the 3-cent tax and one state
has 3|. This makes a total of thirty-three states which
have a gas tax of 3 cents or more.

Thirteen states have a 2-cent tax. Only two
states, New York and Massachusetts, have no gas
tax.

Statistics show that more persons have been killed
in automobile accidents during the last ten years than
were killed in the American forces during the World
War. Motor vehicle accidents accounted for 160,390
deaths in the United States between January 1, 1917,
and December 31, 1926. The total number of Ameri-
can soldiers, sailoi's and marines who lost their lives
during the World War was 130,326.

CJiief Accountant

For Works Department

TIIP] task of bookkeeping books on an
annual expenditure of $30,000,000 is
tlie assignment given E. R. Higgins,
recently appointed ebief accountant of the
Depai'tnient of Public Works. Before com-
ing to the Department of Public Works Mr.

Higgins "was an ac-
countant in the
State Department
of Finance from
192.3 to 1928. He
is a graduate of the
University of Cali-
fornia Avith the class
of 1919.

Mr. Higgins has
supervision over
the accounting of
all of the divisions
of the Department
of Public Works'
expenditures which
total ap]n-oximately
$30,000,000 a year.
These expenditures
are made under the
budget system and
the foundation of the accounting system is
this budgetary plan.

L. n. HiGGIXS.

PBOGBESS BEPOBTS

FBOM THE FIELD

ALPINE COUNTY — All roads closed during winter
and spring months on account of snow.

AMADOR COUNTY — The grading contract on the
Alpine Highway between Jackson and Pine Grove is
progressing very satisfactorily. Mr. G. D. Contoules
is the contractor.

Work is to start soon on another stretch of the
Cosumnes River to Plymouth section of the Mother
Lode Highway. $5,000 has been allotted for this work.

CALAVERAS COUNTY — At the request of the city
authorities and at their expense, this district made
survey and prepared plans and specifications for paving
with asphalt macadam state highway routes through
the city of Angels, for which a bond issue was voted
by the citizens. On the twentieth of February, seven
bids were received and contract was awarded on
February 29, 1928, to the Adams Company of Angels
Camp.

Improving alignment and widening of Mokelumne
River Grade leading to Mokelumne Hill is now under
way.

F'RESNO COUNTY — Work, consisting of extending
and rebuilding all of the old narrow culverts and
bridges on Route 4, in Fresno County, is proceeding
rapidly.

A construction ci'ew is working on Route 10 —
"Sierra-to-the-Sea" lateral, widening the roadway,
changing line to avoid the creek and building bridges
from Coalinga west to the county line. This work
is attracting considerable favorable comment from the
residents of the district and tourists.

IMPERIAL COUNTY — Two new reconstruction con-
tracts have been awarded in Imperial County. Under
one contract, that portion of the El Centro to San
Diego highway extending from El Centro to Seeley

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

41

will be drained and the pavement will be widened to
20 feet and redecked with asphaltic concrete. Undor
the second contract a storm water protection system
will be constructed along the Los Angeles, Imperial
"Valley Highway, west of the Salton Sea. This improve-
ment will extend from the Trifolium Canal to the
Arroyo .Salado wash and covers a large portion of the
highway which has been repeatedly damaged by floods.
The 2.3-niiIe grading project on the Mountain
Springs grade between El Centro and San Diego
replacing the road destroyed by floods in December,
1916, is now completed.

KERX COUNTY — The recent acceptance of two
contracts, one completed by the Valley Paving Com-
pany and one by Force-Currigan & McLeod, between
Delano and Lerdo, completes the widening to 20 feet
of all. but 2 miles of the pavement on Route 4 in Kern
County.

The mechanical rakes and finishers were used on
both jobs and the results secured were very satis-
factory.

Wide flat slopes were utilized and all grading was
well finished, resulting in a roadway which is pleasing
to view as well as to ride on.

A power shovel outfit is working in the Kern River
Canyon from Democrat Springs easterly, widening and
straightening tlie road, which was taken over from
the county last year.

Tliis woi'k will assist in making one of Kern County's
most popvilar recreational roads more safe for the
expected summer trafllc.

A survey of the road from "Wasco to Famosa on
the Cholame lateral has just been completed, prepara-
tory to getting under way some needed improvements
on this highway.

KINGS COUNTY — Spring grading work is com-
pleted along Route 10 in Kings County and it is
hoped to minimize the fire hazard througii this impor-
tant farming country this summer.

LASSEN COUNTY — All work except routine main-
tenance has been at a standstill in Lassen County for
the past two months, due to weather conditions.

The new rotary snow plow which we have stationed
Ijetween Susanville and Westwood has been doing
excellent work, and so far this winter we have had no
trouble in keeping the road open for traffic, although
the snowfall has been comparatively light.

Plans and estimates are now in progress for the
construction of the 12 miles from Bieber to the Modoc
County line.

MADERA COUNTY — Six and one-half miles of road
in Madera County is being advertised for reconstruc-
tion, south of Madera. The improvement will consist
of widening and resurfacing with asphaltic concrete.

A survey of the highway between Madera and Califa
is now under way, preparatory to contracting some
necessary reconstruction and widening of this road.

MARIN COUNTY — The Redwood Highway from San
Francisco and east bay cities to the Russian River
country and the redwoods of Mendocino and Humboldt
counties, is attracting much constructive notice.

To meet traffic needs it has become necessary to do
much widening and reconstruction work and plans
and specifications are Ijeing prepared to improve that
portion from San Rafael 7 miles northerly to Ignacio
and the Black Point road junction.

In the meantime tlie contract which was let to the
Pacific States Construction Company, to surface 0.76
mile through Kentfield with asphaltic concrete 20
feet wide and 2 inches minimum thickness with 2-foot
rock shoulders, has just been completed.

MARIPOSA COUNT Y^Work by the convict crew on
the Yosemite All-year Highway north of Mariposa is
progressing satisfactorily. Several line and grade
changes have been made which materially widen and
straighten this road.

Installation of 6600 lineal feet of standard laminated
guard rail has just been completed by Contractor
Burnett and the improvement has already proven of
value in avoiding serious wrecks.

MENDOCINO COUNTY — The highway just north of
the Mendocino County line, connecting the Redwood
Highway with the coast via Booneville, known as the
"McDonald to the Coast Road," is due for much local-
ized improvement. It is mostly unimproved road and
as a start the department has been authorized to widen
and straighten the existing road. A number of
wooden bridges and culverts are being rebuilt to take
care of the drainage pending reconstruction of the
road on improved and resurveyed alignment and
grades.

MERCED COUNTY — Contractor H. C. Whitty has
a crew of men extending culverts and bridges along
Route 4 from Merced south to the county line. All
of the old 20-foot structures are being extended to
care for present and future traffic needs.

Larsen Bro.s. liave completed their contract for 9
miles of gravel shoulders and widening of the embank-
ment on Route 32 from Los Banos easterly to the
county line.

MODOC COUNTY — The widening work being done
by state forces, between Adin Summit and Canby, is
about 70 per cent complete, and has already effected
an enormous improvement on this section.

NAPA COUNTY — That section of new highway
between Calistoga and Middletown, lying in Lake
County, has been widened and several timber bridges
built by district maintenance forces.

PLUMAS COUNTY— There has been no actual
construction work during the past two months in
Plumas County, on account of snow.

A condemnation suit has been filed to clear up the
right of way situation across the Lake Almanor cause-
way, and when the necessary court order is received,
the approach to the westerly end will be completed,
and this unit thrown open to traffic. This work can
be completed in about one week's time after we get
access to the ground.

Plans and estimates have been completed for the
westerly 6 miles adjoining the Tehama County line,
the construction of which is proposed for this year.

RIVERSIDE COUNTY— A survey has been com-
pleted on the Mecca-Blythe road and plans are being
prepared in the district office to advertise bids for
letting a contract. The new improvement will be an
extension of the 9-mile oiled gravel section west of
Blythe. It will be financed from the additional gaso-
line tax fund for new construction.

SAN BERNARDINO COUNTY — Foothill Boule-
vard— Contractor Steele Finley has been laying pave-
ment on the Foothill boulevard project since January
27th. Reports from the engineers in the field show
substantial daily progress. The present contract
extends from San Bernardino westerly through Rialto
and Fontana to Cherry avenue, a distance of 9.3 miles.
The new pavement is of asphaltic concrete 30 feet
wide. The contractor is using mechanical equipment
for spreading the material on the road surface. This
is a late development in asphaltic concrete paving
methods and is being observed with interest by other
contractors and engineers.

Redlands to the Riverside County Line — A second
pavement reconstruction project in San Bernardino
County is under way on the Los Angeles-Imperial
Valley Highway between Redlands and the Riverside
county line. This contract is rapidly nearing com-
pletion. The new pavement will be 20 feet wide with
improved shoulders 2 J feet wide along each edge.

Crest Route — Contractor J. G. Donovan has four
paver shovels in operation on the U. S. Bureau of
Public Roads project covering 3.54 miles from the
"Pass" to the "Incline" on the new "high gear" road
to the summit of the San Bernardino mountains. This
project is a part of the heavy construction along the
face of the mountain in the ascent from the "Pass"
between "Waterman and Devils Canyon to Squirrel
Inn. By completing this project, the Bureau will have
contributed a considerable share in the construction of
this highway.

Grading is under way by state forces along the Rim
of the World Drive between Running Springs Park
and Squirrel Inn. This work is advancing westerly
from the Running Springs end to a point west of the
Allison Ranch. This new work on the Crest of the
range is clearly visible from the whole San Bernardino
Valley as a white line along the mountain top.

TEHAMA COUNTY— The surfacing of the 12-mile
stretch of the Susanville road east of Red Bluff is
nearing completion, and with a normal amount of
rain, we will have a well compacted gravel road over
this section for summer traffic.

The work of widening and building up shoulders
between the Glenn County line and Corning has just
been completed by state forces.

TRINITY COUNTY — The bridge across the Trinity
River at Cedar Flat was completed last week, and we
are now constructing the approach fills with state
forces. The bridge should be open to traffic by March
15th.

TUOLUMNE COUNTY — Plans are in progress for
resurfacing a portion of the state highway from Key-
stone to Jamestown. Preliminary plans and right of
way negotiations are under way for proposed con-
struction east of Sonora.

The Big Oak Flat road is being placed in excellent
shape preparatory to summer travel. Mountain Pass
to 'Tuolumne River has been placed in shape for oiling
early in the spring and Priest's Grade is now being
resurfaced. Soldier's Gulch on the Mother Lode High-
way has been widened and surfaced and is now in
excellent condition. Before the state took over the

42

CALIFORMA IflGHM'AYS AXD FUBLIV WORKS

^[other Lode Highway, Soldier's Culch was extret-inly
narrow and dangerous and is now vastly improved.

SHASTA COUNTY — Tlie section of tlie Pacific High-
way now under construction between La Moine and
Shotgun Creelv is ncaring completion, and the work
should be completed early in May. The grading is
about 95 per cent complete at this time, and the gravel
surfacing is rapidly following.

The widening work between Redding and Cotton-
wood has been discontinued the past six weeks on
account of wet weather.

The widening of a few dangerous places by state
forces, at Manzanita Hill, about .30 miles east of
Redding, has been completed, and this work, although
not very extensive, has effected a much appreciated
improvement to the road.

Tlie convict camp 25 miles west of Redding has been
on the jol) four months, and has made excellent
progi'ess.

Tlie widening of the narrow cuts between Redding
and Tower House has just been completed by state
forces.

SISKIYOU COUNTY — Outside of routine mainte-
nance, there has been very little new work in Siski-
you County the past two months.

There are several points on the Pacific Highway in
Siskiyou County which, during the winter season,
become icy and dangerous for traffic. AVe have made
a practice of sanding these spots when necessary, and
have recently completed shelters at numerous points
along the road, for storing sand, thus making a dry
supply available at all times.

SACRAMENTO COUNTY — The Arno cut-off con-
tract, a grading and gravel surface job between Sacra-
mento and Gait, has been tied up by high water.
Mankel & Staring are the contractors on this piece
of construction.

SAN BENITO COUNTY — The approaches to the
newly constructed bridge over Pacheco Creek are
being graded and surfaced with rock by a district
maintenance crew.

SAN FRANCISCO COUNTY — The portion of the
Bay Shore Highway lying within the county is to be
improved in tlie near future by the citv of San
Francisco. A bond issue of $9,000,000 recently voted
liy the city to build highways, includes this section
and tlie plans and specifications are Ijeing prepared by
the city for contracts to be let in the near future.

SAN JOAQUIN COUNTY — The new entrance north-
east of Stockton, a grading and gravel surface job,
is nearly complete. The contractors, Irey & Holden,
however, have been prevented from proceeding with the
work due to wet weather.

Bids will l)e opened March 2Sth for placing cement
concrete pavement between Mossdale and French
Camp.

SOLANO COUNTY — Preliminary plans and right of
way negotiations are complete for proposed line
cliange north of Cordelia.

STANISLAUS COUNTY — Bids were opened in the
district office on February 9, 192S, for paving a line
change in Ceres, Stanislaus County. The contract is
for grading and placing an asphaltic concrete pave-
ment. The Standard Paving Company of Modesto was
low Ijidder, and the contract was awarded to them
on February 16. 192S.

TULARE COUNTY — A survey crew under Resident
Engineer Paul Wilcox is gathering data for a recon-
struction in Tulare County, from the county line
north througli Earlimart.

YOLO COUNTY — Preliminary plans are complete
for widening, shouldering, and second story paving
about one mile east and west of the Causeway.

Record of Bids and
Awards

DIVISION OF HIGHWAYS

STANISLAUS COUNTY — Grading and paving with
asphaltic concrete 20 feet wide, 0.2 of a mile,
situated north of Ceres. Dist. X, Rt. 4, Sec. A
Engineer's Est. $7,162.50. Bids opened Feb. 9th as
follows: Standard Paving Co., Modesto, $0,305; A.

Teichert & Son, Sacramento, $6,590. Contract awarded
to Standard Paving Co. for $6,305.

MONTEREY COUNTY — Timber bridge across Sal-
mon Creek. Dist. V, Rt. 56, Sec. A. Engineer's Est.
$5,840. Bids opened Feb. 9th as follows: Theo. M.
Maino, San Luis Obispo, $3,988.22; C. D. Todd, Pacific
Grove, $4,840; W. .1. Smith, San Luis Obispo. $5,402.
Contract awarded to Theo. M. Maino for $3,988.22.

SUTTER COUNTY — Causeway across the Sutter
By-pass on the Yuba Citv to Knights Landing high-
way. Dist. III. Engineer's Est. $222,964.66. Bids
opened Feb. 17th as follows: D. G. Jones, Stockton,
$252,711.88; Lord & Bishop, Napa, $226,082.24; Ben
G. Gerwick, Inc., San Francisco. $267,015.74 ; Mac-
donald & Kahn. Inc., San Francisco, $233,423.62;
Holdener Construction Co., Sacramento, $222,598.40;
Peter F. Bender, No. Sacramento, $230,209.44 ; A. W.
Kitchen, San Francisco, $247,641.42 ; C. E. Green &
L. Worel, Los Angeles, $231,879.04; Chas. & F. N.
Steffgen. San Diego, $224,439.06; C. W. Wood. Stock-
ton, $232,981.40; M. B. McGowan, San Francisco,
$263,890.60; J. F. Knapp, Stockton. $214,759.80;
Frederickson & AVatson, Oakland, $235,192.76 ; Jasper-
Stacy Co.. San Francisco, $264,059.14; C. J. Nystedt,
Stockton, $229,820.22 ; The Duncanson-Harrelson Co.,
San Francisco, $244,646.18; Morrison-Knudson Co.,
Boise, Idaho, $210,942.40; Healy-Tibbitts Const. Co.,
San Francisco. $241,825.40. Contract awarded to
Morrison-Knudson Co., Boise, Idaho, for $210,9 4 2.40.

LOS' ANGELES COUNTY — Constructing Iniildings,
etc., at maintenance vard at La Crescenta. Dist VII.
Rt. 9. Sec. A. Engineer's Est. $5,806. Bids opened
Feb. 16th as follows: Jeff Clark, Gardena, $5,390; A.
O. Nelson, Pasadena, $4,776 ; Joe Orosel, Los Angeles,
$6,678; Johnson Const. Co., Los Angeles, $7,276; J.
and B. Const. Co.. Los Angeles, $5,584.50. Contract
awarded to A. O. Nelson for $4,776.

EL DORADO COUNTY — 0.49 miles to be graded
between Shingle Springs and El Dorado. Dist. Ill,
Rt. 11, Sec. P.. Engineer's Est. $10,131.50. Bids
opened Feb. 20th as follows: L. C. Seidell, San Fran-
cisco, $9,902 ; Nate Lovelace. Oakland. $6,444 : Mankel
& Staring, Sacramento. $10,038; G. E. Finnell, Sacra-
mento, $11,368: Mathews Const. Co., Sacramento,
$8,028; C. W. Wood, Stockton, $8,814.50; J. R. Reeves,
Sacramento, $10,990.50; Tieslau Bros., Berkeley,
$10,077.50. Contract awarded to Nate Lovelace for
$6,444.

SAN DIEGO COUNTY — Two miles of grading from
3 miles southeast of Pine Vallev to Buckman Springs.
Dist. VII, Rt. 12, Sec. E. Engineer's Est. $64,189.25.
Bids opened Feb. 23d as follows: R. Johnson, Glendale,
$61,714.50; Jahn & Bressi, Los Angeles, $46,948.75;
Pioneer Transfer Co., Calexico, $63,342; Kuhn-Lang
Co., Los Angeles, $49,386; Ernest Ward, Los Angeles,
$54,529; Charles B. Pitzer, El Centro, $69,041.60.
Contract awarded to Jahn & Bressi for $46,948.75.

IMPERIAL COUNTY — Between Seeley and El
Centro, 7.2 miles to be widened and surfaced with
asphalt concrete. Dist. VIII, Rt. 12, Sec. C. Engineer's
Est. $188,235. Bids opened Feb. 29th as follows: J.
C. Compton, Ro.seville. $200,097.50 ; .lahn & Bressi
Const. Co., Los Angeles, $150,845.60; Carl Pleasant,
Phoenix, Arizona. $211,925.40; R. E. Hazard Const.
Co.. San Diego, $175,220; Southwest Paving Co., Los
Angeles, $170,764 ; Pioneer Transfer Co., Calexico,
$162,675.60; Steele Finley. Santa Ana. $175,734. Con-
tract awarded to Jahn & Bressi Const. Co. of Los
Angeles for $150,845.

SONOMA COI'NTY — Approaches to Sonoma Creek
bridge. Dist. IV, Rt. 8. Sec. A-B. Engineer's Est.
$18,433.05. Bids opened Feb. 29th as follows:
McDonald & Maggiora, .Sau.salito. $22,376.20 : Tieslau
Bros., Berkelev. $17,618.35; George Ellinwood Finnell,
Sacramento. $22,548.80; J. V. Galbraith, Petaluma,
$19,681.05; Stanlev P. Coolev. Palo Alto. $22,742.05;
P. L. Burr. San Francisco, $22,230.55; W. J. Taylor,
Palo Alto. $27,719.85. Contract awarded to Larsen
IJros. of Los Banos. Contractor reserved right to omit
oil treatment from surfacing. This was omitted mak-
ing their price $14,699.55.

S.\CRAMBNTO COUNTY — I^ndergrade cro.ssing
(.Southern Pacific tracks) at Brighton. Dist. III. Rt.
11. Sec. B. Engineer's Est. $84,541.70. Bids opened
March 7th as follows: Parker Schram Co., Portland,
Oregon, $76,986.50; E. B. Skeels, Roseville, $81,623.05;
\Y. A. Bechtel Co., San Francisco, $76,672 ; Mathews
Construction Co., Sacramento, $76,258.25 ; C. W. Wood,
Stockton, $79,999.25 ; McDonald and Maggiora, Sausa-
lito, $81,074.10; McGillivrav Const. Co., Sacramento,
$62,618.50; Frederickson & Watson Const. Co., Oak-
hind. $70,764.78 ; Holdener Const. Co.. Sacramento
$73,706.24; Lord and Bishop, Napa, $91,952.25.

IMPERIAL COUNTY — Between Trifoleum Drainage

CMJlnh'MA IIKUnVAys AM) I'l lil.lC WOh'hS

-i;;

«. 'anal and Arroyo Salada Wash. 10.7 mile.s of drainage
ditflii's and d.vkes and S timber l)ridgt'.s. Dist. VlII,
lit. 26, Sec. B.O.D. Engineer's Kst. $77,985.50. Bids
o)Hncd Marcli 7tli as follows: D. A. Foley Const. Co.,
l.,os Anjieles. $72,.3S3 ; Morrison-Knudson Co., Boise,
Idaho, $74,005 ; Grnnvvald & Tudor, L.os Angeles,
$76,6!>r).50 ; Kiihn-I^ang Co., Los Angeles, $70,050.80;
Camphell-Reichert Co., Alhambra, $65,149.60; Watson
& Sutton, San Diego, $61,577.70; Inimel & Bobbins,
Ventura, $63,304 ; Holdener Const. Co., Sacramento
$79,151.75 : George Herz & Co., San Bernardino,
$71,581; Pioneer Transfer Co., Calexico, $62,760; M.
Blumenkranz, Los Angeles, $82,769 ; Charles E. Pitzer,
El Centro, $77,359.10; Vezu Bros. Stone Co., Wineville,
$99,152.50; Callahan Const. Co., Los Angeles, $58,478;
Conway & Morrow, Brawlev. .$57,622.33 ; Butterfield
Const. Co.. San Diego, $66,076; R. Johnson, Glendale,
$93,310 ; Ken Hodgman, Hollywood, $124,715. Con-
tract awarded to —

SAN LUIS OBISPO COUNTY — 1.9 miles north of
San Luis Obispo 0.2 of a mile to be graded and sur-
faced with waterbound macadam. Dist. V, Rt. 2,
Sec. D. Engineer's Est. $13,615. Sandercock Trans-
fer Co., San Luis Obispo, $16,093. Tieslau Bros.,
Berkeley, $15,480.50 ; AV. A. Dontanville, Salinas,
$14,393.50; J. F. Collins, Stockton, $11,675. Contract
awarded to J. F. Collins.

MADERA COUNTY — Between Tharsa and Areola
School. 6.5 miles to be paved with asphalt concrete.
Dist. VI, Rt. 4, Sec. A. Engineer's Est. $150,132.
Bids opened March 14th as follows: Thompson Bros.,
Fresno, $139,963; J. C. Compton, Roseville, $145,495;
A. Teichert & Son. Sacramento, $133,299; Carl
Pleasant, Phoenix, Arizona, $140,743.50; Allied Con-
tractors. Inc., Omaha, Nebraska. $139,862.50 ; War-
ren Const. Co., Oakland, $137,096.50; Valley Paving
& Const. Co., Visalia, $130,386; The Callahan Const.
Co., Los Angeles, $120,683 ; Force, Currigan & McLeod,
Oakland, $129,052.50.

DEL NORTE COUNTY" — Between Wilson Creek and
Crescent City, 15 miles to be surfaced with crushed
rock or gravel. Dist. I, Rt. 1, Sec. B. Engineer's
Est. $27,145. Bids opened March 14th as follows:
D. McDonald, Sacramento, $34,190 ; Weber Const. Co.,
Crescent City, $26,007.50; W. C. Elsemore, Eureka,
$28,810: Smith Bros., Co., Eureka, $27,870; Tieslau
Bros., Berkeley, $32,975; Montford & Armstrong,
Sacramento, $35,957.

DIVISION
OF ABCHITECTURE

STATE LIBRARY AND COURTS BUILDING
C Sacramento) — Mural painting work on south wall of
the main reading room. Contract awarded to Maynard
Dixon, 728 Montgomery St.. San Francisco, $9,500.

WOMAN'S RELIEF CORPS HOME (near Santa
Clara) — ^Drilling and testing water well. Bids opened
Feb. 7th as follows: John L. Smith, San Jose, $843;
J. Fred Holthouse, Santa Clara, $1,100. Contract
awarded to John L. Smith.

INDUSTRIAL HOME FOR ADULT BLIND (Oak-
land)— Addition to shop building. Bids opened Feb.
7th as follows: Office Est., $14,072. Joe Piasecki, San
Francisco, $11,110; Jacobs & Pattiani, Oakland,
$11,221: Herbert K. Henderson, Oakland, $11,368;
John M. Bartlett, Oakland. $11,446 ; J. B. Bishop,
Oakland, $11,692; Heath & Wendt, Berkeley, $11,956;
The Miner Co., Richmond, $12,289; T. D. Courtright,
Oakland, $12,511 ; A. Frederick Anderson, Oakland,
$12,577; C. M. Bostrom, Oakland, $12,867: J. A.
Bryant. San Francisco, $12,995 ; Spivock and Spivock,
San Francisco, $13,000; G. A. Scott, Oakland, $13,100;
Geo. Swanstrom, Oakland, $13,144 ; Emil Person,
Berkeley, $13,293 ; Clancy Bros., San Franci.sco,
$13,460 ; F. R. Siegi-ist Co.. San Francisco. $13,600 ;
.lohn E. Branagh, Oakland, $13,700 ; Leibert & Tro-
bock. San Francisco, $13,740; B. S. Maclntyre, Oak-
land, $13,760; Peter Sorensen, San Francisco, $14,31.8;
Sullivan & Sullivan, Oakland, $14,490; J. S. Hannah,
San Francisco, $14,500 ; E. K. Nelson, San Francisco,
$14,717 : E. T. Leiter & Son, Oakland, $14,737 ; F. C.
Amorosa. San Francisco, $15,970. Contract awarded
to Joe Piasecki, San Francisco for $11,110.

STATE AGRICULTURAL PARK — Installation of
water svstem. Bids opened Feb. 14th as follows:
Office Est., $17,848. James Y'oung. Oakland. $10,875;
Latourrette-Fical Co., Sacramento. $11,360; E. W.
Redman. Fresno, $11,795: H. Gould. Sacramento.
$12,457 ; W. H. Larsen, Sacramento, $14,889 ; Hateley

& Hateley, Sacramento, $15,222 ; Scott l'luml)ing Co.,
Sacramento, $16,4 9 5. Contract awarded to James
Young, Oakland for $10,875.

STATE AGRICULTURAL PARK— Concrete work
on Manufacturing Building repairs. Bids opened Fe)>.
17th as follows: Engiiifer's Est., $689. A. R.
Marquering, Sacramento. $550 ; Olmsted, Field & Con-
ard, Sacramento, $616 ; J. F. Anderson, N. Sacramento,
$684; F. E. Provost, Sacramento, $690; Geo. McDonald,
Sacramento, $860 ; C. J. Hopkinson, Sacramento, $909
Contract awarded to Olmsted, Field & Conard for $616.

STATE LIBRARY AND COURTS BUILDING
(Sacramento) — Mural painting work. Bids opened
Feb. 20th as follows : Prank Van Sloun, San Francisco,
$8,400; Helen K. Forbes, San Francisco, $10,000;
Charles Stafford Duncan, San Francisco, $15,000. Con-
tract awarded to Frank Van Sloun for $8,400.

WATEB PE EMITS

AND APPLICATIONS

re)-)n its

Permits to appropriate water issued by the Depart-
ment of Public Works, Division of Water Rights,
during the month of February, 1928 :

EL DORADO COUNTY— Permit 2965, Application
4182 ; issued to City of Sacramento, Sacramento
Feb. 13, 1928, for 300 c.f.s. and 210,000 a.f. from Silver
Creek and S. Fk. American River in Sec. 4, T. 11 N.,
R. 13 E., Sec. 20, T. 12 N., R. 14 E. and Sec. 1, T.
11 N., R. 14 E., for irrigation of 40,000 acres. Esti-
mated cost $29,200,000.

FRESNO COUNTY — Permit 2966, Application 5545;
issued to San Joaquin Light & Power Corp., Fresno,
Feb. 15, 192S, for 0.035 c.f.s. from unnamed .spring in
Sec. 2, T. 10 S., R. 22 E., for domestic purposes in Sec. 3.

PLUMAS COUNTY— -Permit 2964, Application 5057;
issued to Feather River Trust, San Francisco, Feb.
9, 1928, for 5 c.f.s. from Dogwood Cr. in Sec. 2, T.
22 N., R. 8 B., for power and domestic purposes in
Sec. 35, T. 23 N., R. 8 E. Estimated cost $15,000.

Permit 2969, Application 5232 ; issued to J. N. Evans
Estate Co., Reno, Nev., Feb. 17, 1928, for 200 acre ft.
per annum from Taylor Lake in Sec. 35, T. 27 N.,
R. 11 E., for irrigation and stock use on 510 acres.
Estimated cost $1,000.

RIVERSIDE COUNTY — Permit 2959, Application
4469 ; issued to John Terribilini, San Bernardino, Feb.

7. 1928, for 0.2 c.f.s. from underground w^ater in Sec.
2, T. 4 S., R. 1 E., for domestic and irrigation on 30
acres. Estimated cost $4,000.

Permit 2960, Application 4711; issued to John Terri-
bilini, San Bernardino, Feb. 7, 1928, for 0.17 c.f.s.
from underground w'ater in Sec. 2, T. 4 S., R. 1 E.,
S. B. M.. for domestic and irrigation on 30 acres.
Estimated cost $4,000.

Permit 2961, Application 4511; issued to H. S.
Goetz, Los Angeles, Feb. 7, 1928, for 0.12 c.f.s. and 2
acre-feet from unnamed spring in Sec. 11, T. 4 S.,
R. 1 E., S. B. for irrigation of 31 acres. Estimated
cost $250.

SACRAMENTO COUNTY — Permit 2963, Applica-
tion 5398 ; issued to E. C. Chatterton, Roseville, Feb.

8, 1928, for 0.5 c.f.s. from Rio Linda or Dry Creek
in Sec. 23, T. 10 N., R. 5 B., for irrigation on 40
acres. Estimated cost $700.

SAN BERNARDINO COUNTY — Permit 2970, Appli-
cation 5692 ; issued to B. Dade Davis San Bernardino,
Feb. 20, 1928, for 0.075 c.f.s. from unnamed spring in
Sec. 4, T. 1 N.. R. 2 W., for domestic purposes.
Estimated cost $3,500.

SAN MATEO COUNTY — ^Permit 2967, Appli-
cation 4847 : issued to Peninsula Farms Co.. Pesca-
dero, Feb. 16. 192 8, for 1.5 c.f.s. from Gazos Creek in
Sec. 11, T. 9 S., R. 5 W., for irrigation, domestic and
fire protection on 200 acres. Estimated cost $20,000.

Permit 2968, Application 4848 ; issued to Peninsula
Farms Co., Pe.scadero, Feb. 16, 1928. for 2.67 c.f.s.
from Butano Cr. in Sec. 9, T. 8 S., R. 5 W., for irriga-
tion and domestic purposes on 880 acres. Estimated
cost $30,000.

SANTA BARBARA COUNTY — Permit 2971, Applica-
tion 5745 ; issued to Horace O. Ensign, Newport Beach,
Feb. 20. 1928, for 0.025 c.f.s. from 2 unnamed springs
in Sec. 21, T. 10 N.. R. 2 8 W., for domestic purposes.
Estimated cost $1,200.

TRINITY COUNTY — Permit 2972, Application 5616;
issued to B. N. Trask, Peanut, Feb. 29, 1928, for 1.5

44

('ALIFORM A niumVAYti AND PUBLIC iroA'A.S

c.f.s. from Salt Creek in Sec. 20, T. 30 N., R. 11 W.,
for irrigation of 120 acres in Sees. 19 and 20. Esti-
mated cost $300.

TULARE COUNTY — Permit 2962, Application 5687 ;
issued to Howell Bone, Miramonte, Feb. 8, 1928, for
0.005 c.f.s. from unnamed spring- in Sec. 8, T. 14 S.,
R. 28 E., for domestic and industrial purposes. Esti-
mated cost $300.

Ai)plications

Applications for permit to appropriate water filed
with the State Department of Public Works, Division
of Water Rights, during the month of February, 1928.

BUTTE COUNTY — Application 5825 ; Frances J.
Young, Oroville, for 0.5 c.f.s. from Prairie Slough
tributary to Feather River, to be diverted in Sec. 35,
T. 18 N., R. 3 E., M. D. M., for irrigation purposes on
19 acres.

DEL, NORTE COUNTY — Application 5843 ; C. R.
Ward & J. L. Ward, Crescent City, for 2 c.f.s. from
unnamed stream tributary to Smith River, to be
diverted in Sec. 12, T. 17 N., R. 2 E., H. M., for power
and domestic purposes, 27 t.h.p. to be developed. Esti-
mated cost $2,000.

FRESNO COUNTY — Application 5817; Miller &
Lux, Inc., San Francisco, for 300 c.f.s. from San
Joaquin River, to be diverted in Sec. 30, T. 13 S., R.
15 E., M. D. M., for irrigation purposes on 54,000
acres. Estimated cost $510,000.

Application 5S19 ; Miller & Lux, Inc., San Francisco,
for 572 c.f.s. from San Joaquin River, to be diverted
in Sec. 12, T. 11 S., R. 13 E., M. D. M., for irriga-
tion purposes on 45,745 acres. Estimated cost $203,000.

Application 5S20 ; Miller & Lux, Inc., San Francisco,
for 735 c.f.s. from San Joaquin River, to be diverted
in Sec. 19. T. 13 S., R. 15 E., M. D. M., for irriga-
tion purposes on 58,796 acres. Estimated cost $294,000.

HUMBOLDT COUNTY — Application 5839 ; R. C.
McCreary, Eureka, for 0.02 c.f.s. from unnamed spring
tributary to Mattole River, to be diverted in Sec. 19,
T. 1 S., R. 1 W., H. M., for domestic purposes. Esti-
mated cost $250.

KERN COUNTY — -Application 5827 ; John L.
Hooper, Weldon, for 30 c.f.s. from Kern River, to be
diverted in Sec. 15, T. 27 S., R. 32 E., M. D. M., for
power purposes. 3.3 t.h.p. to be developed. Estimated
cost $3,000.

Application 5832 ; J. R. Blanco, Maricopa, for 0.025
c.f.s. from unnamed spring, to be diverted in Sec. 29,
T. 28 S., R. 31 E., M. D. M., for domestic and stock
purposes. Estimated cost $S50.

LOS ANGELES COUNTY — Application 5846; Young
Men's Christian Association, Long Beach, for 0.08 c.f.s.
from Falls Canyon tributary to West Fk. San Gabriel
River, to be diverted in Sec. 19, T. 2 N., R. 11 W.,
S. B. M., for domestic purposes.

Application 5847 ; B. F. Burkhart, Littlerock, for
0.25 c.f.s. from unnamed spring tributary to Middle
Fk. of Pallett Cr., to be diverted in Sec. 23, T. 4 N.,
R. 10 W., S. B. M., for irrigation and domestic pur-
poses on 50 acres.

MADERA COUNTY — Application 5818; Miller &
Lux, Inc., San Francisco, for 206 c.f.s. from San
Joaquin liiver, to be diverted in Sec. 25, T. 13 S., R.
15 E., M. D. M., for irrigation purposes on 16,516
acres. Estimated cost $75,000.

Application 5821 Miller & Lux, Inc., San Francisco,
for 277 c.f.s. from San Joaquin River, to be diverted
in Sec. 2 2, T. 13 S., R. 16 E., M. D. M., for irrigation
purposes on 22,170 acres. Estimated cost $75,000.

Application 5822 ; Miller & Lux, Inc., San Francisco,
for 175 c.f.s. from San Joaquin River, to be diverted
in Sec. 8, T. 13 S., R. 17 E., M. D. M., for irrigation
purposes on 14,238 acres. Estimated cost $131,750.

MERCED COUNTY— Application 5826; Newman
Land Company, Modesto, for 10 c.f.s. from Mud Slough
tributary to San Joaquin River, to be diverted in Sec.
23, T. 7 S., R. 9 E., M. D. M., for irrigation purposes
on 480 acres. Estimated cost $3,000.

MONO COUNTY— Application 5824 ; Champion
Sillimanite. Inc., Bishop, for 2.50 c.f.s. from Milner
Creek, to be diverted in Sec. 16, T. 4 S., R. 33 E.,
M. D. M., for power purposes. 200 t.h.p. to be
developed. Estimated cost $30,000.

Application 5831 ; Dept. of Natural Resources, Divi-
sion of Fish and Game, Sacramento, for 3 c.f.s.
from Rever.sed and Fern creeks tributary to Rush
Creek, to be diverted in Sec. 21, T. 2 S., R. 26 E.,
M. D. M., for fish hatchery and domestic purposes!
Estimated cost $300.

NAPA COUNTY— Application 5841; A. Kempkey,
San Francisco, for 10 c.f.s. and 10,000 a.f. per annum
from Conn Creek tributary to Napa River, to be
diverted in Sec. 1, T. 7 N., R. 5 W., M. D. M., for

irrigation purposes on 20,000 acres. Estimated cost
$5,000,000.

PLACER COUNTY — Application 5830; North Fork
Ditch Co., Sacramento, for 35 c.f.s. and 300 a.f. per
annum from North Fork American River tributary to
Sacramento River, to be diverted in Sec. 23, T. 12 N.,
R. 8 E., M. D. M., for irrigation and domestic purposes
on 5000 acres. Estimated cost $50,000.

RIVERSIDE COUNTY — Application 5842 ; J. O.
Blackburn, Hemet, for 0.023 c.f.s. from Bee Canyon
Spring, to be diverted in Sec. 12, T. 5 S., R. 1 E.,
S. B. M., for irrigation and domestic purposes. Esti-
mated cost $1,000.

SACRAMENTO COUNTY — Application 5S2« ; H. E.
Blodgett, Rio Linda, for 0.11 c.f.s. from Dry Creek
tributary to Sacramento River, to be diverted in
Sec. 8, T. 10 N., R. 5 E., M. D. M., for irrigation pur-
poses on 9 acres. Estimated cost $350.

SAN BERNARDINO COUNTY — Application 5834 ;
Harry L. Scott, Etiwanda, for 0.15 c.f.s. from unnamed
springs, to be diverted in Sec. 9, T. 1 N., R. 6 W., S.
B. M., for irrigation and domestic purposes on 80
acres. Estimated cost $5,000.

SAN DIEGO COUNTY — Application 5835 ; G. M.
Jones, Ocean Park, for 2000 a.f. per annum from
Hellhole Creek tributary to Salton Sink, to be diverted
in Sec. 11, T. 11 S., R. 5 E., S. B. M., for irrigation
and domestic purposes on 600 acres.

Application 5836 ; Malcolm B. Woods, Los Angeles,
for 75 c.f.s. and 7 4 a.f. per annum from Coyote Creek,
to be diverted in Sees. 22 and 23, T. 9 S., R. 5 E.,
S. B. M., for power purposes. Estimated cost
$6,000,000.

SANTA BARBARA COUNTY^Application 5833 ;
Lincoln H. Reed, Davis, for 0.50 c.f.s. from San
Miquelito Creek tributary to Santa Ynez River, to be
diverted in Sec. 4, T. 6 N., R. 34 W., S. B. M., for
irrigation purposes on 7 acres.

Application 5S3S ; Daniel J. Filipponi, Santa Maria,
for 0.025 c.f.s. from spring in Kelly Canyon tributary
to Cuyama River, to be diverted in Sec. 34, T. 11 N.,
R. 29 W., S. B. M., for domestic and stock purposes.
Estimated cost $350.

Application 5840; W. H. Step. Santa Ynez, for 0.025
c.f.s. from spring, to be diverted in Sec. 32. T. 6 N.,
R. 29 W., S. B. M., for domestic purposes.

SIERRA COUNTY — Application 5837 ; Emmett H.
Hurlbut, Verdugo City, for 12.50 c.f.s. from Van- Joan
Creek tributary to N. Fk. Yuba via Jim Crow Creek,
to be diverted in Sec. 6, T. 19 N., R. 11 E., M. D. M.,
for placer mining purposes. Estimated cost $2,500.

SISKIYOU COUNTY'— Application 5816 ; Woodflll
& Barry, Sawyers Bar, for 3 c.f.s. from Eddy Gulch
tributary to N. Fk. of Salmon River, to be diverted in
Sec. 33, T. 40 N., R. 11 W., M. D. M., for hydraulic
mining purposes. Estimated cost $1,000.

Application 5829 ; Great Northern Quicksilver Mines,
Inc., Oakland, for 0.75 c.f.s. from East Fork and West
Fork Empire Cr. tributary to Klamath River, to be
diverted in Sees. 12, 13 and 14, T. 47 N., R. 8 W.,
M. D. M., for mining and domestic purposes.

SONOMA COUNTY — Application 5844; Frank P.
Grace Co., Healdsburg, for 1.31 c.f.s. from Russian
River tributary to Pacific Ocean, to be diverted in Sec.
33, T. 9 N., R. 9 W., M. D. M., for irrigation purposes
on 105 acres.

STANISLAUS COUNTY— Application 5845 ; Alias
Investment Co., Modesto, for 14 c.f.s. from Tuolumne
River tributary to San Joaquin River, to be diverted
in Sec. 16. T. 4 S., R. 8 E., M. D. M., for irrigation
purposes on 160 acres. Estimated cost $1,500.

SUTTER COUNTY — Application 5823 ; L. Y. Mattes
and C. E. Sampson, 1003 Higgins Bldg., Los Angeles,
for 1.87 c.f.s. from Morrison Slough of Reclamation
Dist. 2056, to be diverted in Sec. 1, T. 16 N., R. 2 B.,
M. D. M., for irrigation purposes on 75 acres. Esti-
mated cost $1,000.

Application 5S49 ; D. C. Smith, et al., Meridian, for
20 c.f.s. from Sutter Basin By-pass tributary to Sacra-
mento River, to be diverted in Sees. 32 and 3 3, T. 15
N., R. 2 E., for irrigation purposes on 2200 acres.
Estimated cost $2,000.

TULARE COUNTY— Application 5848; A. A. Bis-
siri, Los Angeles, for 0.001 c.f.s. from Mosquito Creek
tributary to East Fk. of Kaweah River, to be diverted
in Sec. 16, T. 17 S., R. 31 E., M. D. M., for domestic
purposes.

VENTURA COUNTY— Application 5850; Bolsa
Chica Oil Corp., Los Angeles, for 0.05 c.f.s. from
unnamed spring, to be diverted in Sec. 5. T. 4 N.,
R. IS W., S. B. M., for mining and domestic pur-
poses.

ROSTER

DEPARTMENT OF PUBLIC WORKS

STATE OF CALIFORNIA

C. C. Young, Governor

B. B. ]Meek, Director, Department of Public Works

CoRXiXG DE Saules, Deputy Director, Department of Pithlic Works

Geouge C. Mansfield. Editor, California Highicays and Piihlic Works

DIVISION

of

HIGHWAYS

CALIFORNIA HIGHWAY COMMISSION

RALPH "W. BULL, Chairman, Eureka

J. P. BAUMGARTNER, Commissioner, Santa Ana

M. B. HARRIS, Commissioner, Patterson Bldg., Fresno

JOSEPH M. SCHEXCK, Commissioner, c/o United

Artists Studio, Santa Monica Blvd., Los Angeles

FRED S. MOODY, Commissioner, 6 40 Kohl Bldg.,

San Francisco

C. H. PURCELL, State Highway Engineer, Sacramento

HARRY A. EXCELL, Attorney, San Francisco
E. FORREST MITCHELL, Secretary

HEADQUARTERS STAFF, SACRAMENTO

T. E. STANTON, Assistant State Highway Engineer

L. V. CAMPBELL, Office Engineer

FRED J. GRUMM, Engineer of Surveys and Plans

C. S. POPE, Construction Engineer

T. H. DENNIS, Acting Maintenance Engineer

CHAS. E. ANDREW, Bridge Engineer

R. H. STALNAKER, Equipment Engineer

C. L. McKESSON, Materials and Research Engneer

E. R. HIGGINS, Chief Accountant

DISTRICT ENGINEERS

T. A. BEDFORD, District I, Eureka

H. S. COMLY, District II, Redding

F. "W. HASELWOOD, District III, Sacramento

J. H. SKEGGS, District IV, San Francisco

L. H. GIBSON, District V, San Luis Obispo

E. E. "WALLACE (Acting), District VI, Fresno

S. V. CORTELYOU, District Vn, Los Angeles

E. Q. SULLIVAN, District VIII, San Bernardino

F. G. SOMNER, District IX, Bishop
R. E. PIERCE (Acting), District X, Sacramento

General Headquarters, Third Floor, Strub Bldg.
Eleventh and P Streets, Sacramento, California.

DIVISION

of

CONTRACTS AND RIGHTS OF WAY

C. C. CARLETON, Chief

DIVISION

of
PORTS

Port of Eur«:^ka — F. B. Barnum, Surveyor
Port of San Jose — Edgar A. Luce, Surveyor
Port of San Diego — Not yet appointed

DIVISION

of

ARCHITECTURE

GEO. B. McDOUGALL, Chief, Division of Architecture

P. T. POAGE, Assistant Architect

W. K. DANIELS, Deputy Chief of Division

HEADQUARTERS

ALFRED EICHLER, Architectural Designer

H. S. HAZEN, Architectural Designer

"W. E. MANHART, Architectural Designer

RODERICK MILES, Architectural Designer

HARRY W. DeHAVEN, Chief Architectural Draftsman

C. H. KROMER, Structural Engineer

CARLTON PIERSON, Specification Writer

F. M. STEWART, Principal Clerk

C. E. BERG, Engineer Estimates and Costs

J. W. DUTTOX, General Superintendent Construction

W. H. ROCKINGHAM, Mechanical Engineer

W. M. CALLAHAN, Electrical Engineer

A. J. BEAKEY, Civil Engineer

Headquarters, 615 Forum Bldg., Sacramento, California

DIVISION

of

ENGINEERING AND IRRIGATION

EDWARD HYATT, JR., State Engineer and Chief,

Division of Engineering and Irrigation

J. J. HALEY, JR., Deputy Chief of Division

A. D. EDMONSTON, Water Resources Investigation

R. L. JONES, Bureau of Reclamation

W. A. POST, Santa Ana River Investigations

W. A. PERKINS, Investigation of Dams

S. T. HARDING, Irrigation and Special Investigations

Headquarters, 627 Forum Bldg., Sacramento, California

DIVISION

of
WATER RIGHTS

HAROLD COXKLIXG, Chief of Division

EVERETT X. BRYAX, Deputy Chief of Division

KATHERIXE A. FEENY, Chief Clerk

SPEXCER BURROUGHS, Attorney

CHARLES KAUPKE, Kings River Water Master

HARLOWE M. STAFFORD,

Sacramento-San Joaquin Water Supervisor

GORDOX ZAXDER Adjudication, Water Distribution

R. H. JAMISON', Ventura County Investigations

Headquarters, 707 Forum Bldg., Sacramento, California

J. H. CLARKE, Auditor. Division of Engineering and

Irrigation. Water Rights and Architecture

581S5 4-2S 5700

CALIFORNIA STATE PRINTING OFFICE

Seaflte Pubite Library

Scene between Barstow
^d Needles in San Ber-
ardino County.

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It is Also Blossom
Time on the Desert

Along the state highway, 'J>^^-!if ■ .
etween Mecca and BIythe, ^'''J'-:^'- ":>■'■ r

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C^ornia HighMs^

jtn* Public Vorl^s

\ OfficialJournal of the Department of Public *^orKs

State of California - ""^

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19Q6

^ 2 5 1928

m^'

TABLE OF CONTENTS

Page

Superior Highways are Making" C'alif'ornians a Superior
People — Joseph M. Schcnch', Meinhpr California Higli-

icajf ('o))iniissioii 1

Tliirteen Billion ^liles Traveled in 1927 by State Autoists__ 2

Present Status of State Hiiihways Development in Cali-
fornia— ('. //. Purcdl, State Ilif/Jiwa)/ Enginefr 3

i*rogress Made on Pavement Construction in 1927 — Eavlc

WitJn/coinl)c, Assistant Construction Engineer 5

Breaking" the Xewhall Bottleneck — N. V. Cortelijou, District

Engineer 7

New Construetion Problems — ('. S. Pope, Chief Construction

Engineer 9

Santa Ana River Bank Protection Work 10

Keeping" Books on the Highway Budget — E. Hog Higgins,

Chief Accountant 11

l*rog"ress in Separation of Crade Crossings 12

One Hundred Years After Jedediah Smith — T. E. Stanton,

Assistant State HigJnray Engimer 13

Editorials 16-17

llood Destroyed Portion of Desert Highway Rebuilt —

Alnion Coonrod 18

State's Attitude Toward Contractors Told 18

The P\iture of the Gas Tax 22

Desei't Highway Employee Killeil 26

State Highway Work in the Counties 27

Award of Highwav Contracts 32

58904 6-28 5300

CALIFORNIA STATE PRINTING Ol'KICE

saci;amknt(). 1112 s

Superior Highways are Making

Calif ornians a Superior People

By Joseph M. Schenck, Member of the California Highway Commission.

A DISTINGUISHED French savant
penned tlie statement many years ago
that forms of government depend upon
forms of people.

At tliat time forms of government were
much more important than forms of people.
Happily this situation is reversed today. The
acid test now of every institution, whether
it be governmental, social or commercial, is
whether it makes for building better forms of
people.

If the words of the French
philosopher might be re-
phrased in terms of modern
thought, it can be said that
today forms of people
largely depend upon forms
of highways.

This is true because the
characteristics of any group
of people are determined by
the convenience of their
transportation facilities, and
the highway is the great
transportation institution
of our generation.

Provincialism with the
narrow a n d ill-featured
attributes of jealousy, sus-
picion and of backward
looking standpatism is the
outgrowth of too much "in-
living. ' '

Cosmopolitanism with its
broader and more kindly
outlook on life, its greater
grace and happier optimism
comes with the wider
acquaintanceship and more
intimate knowledge of how
other people live and think
that travel gives. It is the result of "out-
going" rather than "in-living."

Hence it is that forms of people today are
influenced and molded by their highway
systems. If their roads encourage travel, the
people of any section are broadened ; if their
roads restrict travel, both people and high-
ways are restricted.

For some years my work has made it neces-
sary for me to be constantly alert in looking
both for types of individuals and forms of

2—58904

Joseph M. Schenck

people. The thing that has most impressed me
is the extent to which isolation, Avhich in turn
means a lack of convenient transportation, is
reflected in the characteristics of communities.
Conversely the fact is true that geography
has little to do with the nature of a people,
where isolation is not a factor in their lives.
We have a very distinctive type of moun-
taineer in the mountain districts, where roads
are either very poor or where travel depends
upon trails.

The same is true of the
plainsmen. It is again true
of the city dweller. All
develop certain virtues and
certain defects of character.
Isolation, however, tends
to transform even those
attributes that are good
into traits, that if not evil,
are at least ugly. Thus
strength becomes stub-
bornness ; tolerance is
changed into intolerance ;
frank friendship is warped
into suspicion and fear of
strangers.

In business isolation and
stagnation are first cousins,
and always are found dwel-
ling together.

To paraphrase another
axiom, it can be said that
when Isolation goes out of
the window. Progress comes
in through the door.

The Dark Ages ended
after Western Europe
traveled en masse to the
Holy Lands. These cru-
sades ended a stagnation
that had continued for centuries. They con-
stitute but one of many instances proving that
travel has been the biggest and most potent
factor in the onward march of civilization.

The great thing that the highways of today
are doing is to make it possible for people
to move easily and en masse. Travel is no
longer a monopolized luxury of the rich. It
is a privilege that everybody enjoys and
practices, and in whose reward of a fuller
and richer life all share.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Improved liiglnvays have stripped every
eominiinity, be it village or city, of the
strait-jacket in whieli isolation encased it.
Nowhere else in the world is this so trne as in
California. There is a world of meaning in
the fact that the capita ownership of anto-
mobiles is larger in California than in any
other place on this globe.

The history of civilization reveals the fact
the traveler tends to take to himself the
better characteristics of the people he meets
and to lose the more unkindly traits of his
OAvn character.

Intolerance through travel becomes toler-
ance. Rudeness is transformed into courtesy.
The fear of new ideas and unfamiliar ways
is lost, giving place to an attitude of open
minded receptivity to thought or practices
til at at first may be strange.

As we have in California every type of
to])ography, so we have every kind of people.
Traveling back and forth from mountain to
desert, and from the sea to the forests, the
whole i^eople intermingle freely. The benefi-
cent influence of travel can not but have a
mass reflection.

California is destined to develop a people
sucli as the world has never before known.
The process of this development is now well
under waj'.

The rugged strength of the mountaineer is
found combined with the urbanity of the city
dweller. To the dwellers in the city is coming
the greater sincerity that first-hand knowl-
edge of the great outdoors gives, a sincerity
that the more artificial life of the city tends
to destroy.

The philosophy that life on the desert
engenders is melding with the industry that
living on the plains promotes. The love of
art and culture that is first found in the
commercial cities of the coast is being freely
shared wuth the hinterland.

California's good roads are the biggest
thing in the state.

Superior highways are making a superior
people.

And the end is not vet.

Peggy — "Daddy, what did the Dead Sea die of?"

Daddy — "Oh, I don't know, child."

Peggy — "Daddy, where do dreams go when you
wake up?"

Daddy — "I don't know."

Peggy — "Daddy, why did God put so many bones
in the fishes?"

Daddy — "I don't know that either."

Peggy — "Goodness, daddy, who made you an
editor?" — Watchman Examiner.

13% Billion Miles

Traveled in 1927
By State Autoists

How many miles did the motorists of California
travel in 1927?

The answer is 1.3,738,093,500.

These interesting figures are given by the American
Road Builders Association.

The consumption of gasoline by California motor
vehicles during 1927 was 1,071,081,000 gallons. The
average consumption of gasoline is estimated at 13. .5
gallons. That makes the total mileage traveled by
California motorists but slightly under 13J billion
miles.

It is interesting to note that California was first
in the amount of gasoline used. New York ranked
second with 892,800,000 gallons. The average national
consumption per motor vehicle was appi'oximately
550 gallons. The total number of miles traveled esti-
mated on a basis of 13.5 miles per gallon was placed
at more than 1.50,000.000,000 miles.

The average motorist during 1927 used 550.9 gal-
lons of gasoline and traveled an average of 7437
miles.

The average per capita consumption in California
was 642 gallons and the average mileage traveled,
8667 miles.

The highest per capita consumption was in
Georgia, the 260,079 vehicles averaging 739 gallons
during the year, while the lowest was in ^Minnesota,
the 607,725 vehicles using an average of but 359
gallons, or slightly less than half the per vehicle
consumption in Georgia.

"Many things contribute towards the Avide varia-
tion in the amount of gasoline used per vehicle in the
various states," according to .1. Borton Weeks, presi-
dent of the association. "In the wide difference
between the amount consumed by the average motorists
in Minnesota and Georgia, the primary reason is
climatic conditions. In Georgia automobiles are used
the year around, while in Minnesota they are
restricted. Again roads in Georgia are not as good
as those in the northern states and hence the gaso-
line consumption is higher."

"The ratio of good roads to gasoline consumption
is not as marked as one would suppose, for the
reason that in states where roads are good the mileage
is more per gallon, and in most instances the states
that have good roads are wealthy and on'e of the
unique angles of per capita gasoline consumption is
that in the wealthy states, where many owners own
two cars, the per capita consumption is lowered by
virtue of this fact," President Weeks points out.

"This is particularly true of California, which has
excellent roads and an all-year motoring climate.
With these two factors one would suppose the per
capita gasoline consumption there wtould be the
highest, however, with a per capita gasoline con-
sumption of 642 gallons California ranks fourth on
the list. Following Georgia, Louisiana ranks
second with 721 gallons and Alabama third with 697
gallons.

"Additional factors accounting for the variations,
is that of population, gasoline consumption being
heavier in thickly populated areas such as cities and
industrial centers, while tourists account for a high
per capita consumption. As an example, in the Dis-
trict of Columbia — where there is a large annual
tourist movement — the average is 79 gallons above
the general average."

CALIFORNIA HKllIWAYS Al^D PUBLIC WORKS

Present Status of State Highway

Development in California

By C. H. I'uncBLL, State Highway lOnginc-r.

THE first state highway activity in Cali-
fornia was the legislative act road
known as the Tahoe wagon road,
Statutes of 1895. California inaugurated the
state highway system by the bond act of 1909,
which was voted in 1910 and funds made
available on January 1, 1912. A total bond
issue revenue of $74,112,243 has been avail-
able. In 1921 the first gasoline tax measure
was proposed in the legislature and defeated.
In 1923, however, a 2-cent gasoline tax was
passed, 1 cent of this going to the counties and
1 cent to the state. The state was restricted
in the use of its share of this
tax to widening and recon-
struction activities. At the
same time, the legislature
amended the horsepower
tax, making a straight
charge of $3 on machines
and a graduated charge on
trucks. The legislature of
1927 enacted a 1-cent gaso-
line tax to provide funds
for new construction. The
funds available have been
augmented by the various
federal aid highway appro-
priations and forest funds.
However, the forest funds
have been largely expended
off the state highway system.
Each bond issue added
additional mileage to the
state highway system and
we find the mileage increasing with each bond
issue, until the total mileage in the state high-
way system at the present time is 6589 miles.

TOTAL EXPENDITURES

The total expenditure upon the California
highway system up until the time the pay-as-
you-go plan was adopted was $158,236,000.
Of this $22,520,770 was federal aid money
received or applied for, and $4,632,611 was
forest funds expended or obligated on the
state's system. The federal aid money repre-
sents approximately 711 miles of road and the
forest funds 152.7 miles.

TRAFFIC INCREASE

During the time of the various bond issues
and gasoline tax measures, motor transport
had a rapid development. We find 28,600
motor vehicles registered in California in
1909; in 1914, 123,516; in 1919 the number
increased to 505,180. For the calendar year
1927 vehicle registration totaled 1,736,767.
It will be noted that at the inception of this
highway development, there was one car to
every 83 persons. California now has one
car to every 2j persons.

CONTROL POINTS

Each road added to the
system under the bond
issues had certain control
points, no doubt many of
them placed there due to
the necessity of securing the
]n"oper support for such
measures. These control
points in many instances
still exist and some of them
are located on heavy traffic
highways. No doubt the
engineers of the past
realized that some of these
control points would be
troublesome in the future.
However, they could not
have pictured such an enor-
mous increase in highway
transport.

LOCATION FACTS

A study of the situation today indicates
that some sections of highway on the state
system do not as well serve state traffic as
more direct routes that have been developed
by counties. While this is by no means
general, there are several startling examples
where county roads, if brought to a compar-
able standard of improvement to the state
highways, would supersede them as state
arteries. However, the highway system as
originally planned and developed, has more
or less successfully carried the motor trans-
port of this most rapidly developing state.

PURCELL.

CALIFORNIA HIGHWAYS AXD PUBLIC WORKS

KECOXSTRUCTIOX PROBLEMS

A'arioiis reports indicate that highway
traffic increased so rapidl.y that there was a
period between 1920 and 1923 when recon-
struction of the improved highways and the
maintenance thereof became a serious prob-
lem. Tliere were no funds avaihibk^, and mucli
of the constructed mileage was rapidly
depreciating. Prior to this condition, mileage
liad been the big factor, and the pressure for
liigliways in the presence of a rapidly grow-
ing motor transport led to large mileages of
narrow lo-foot thin type pavement.

BETTER INFORMATION

The highway officials of the present time
have better traffic facts to assist them in solv-
ing their problem of highwa.y standards and
order of improvement. Engineers now
generally agree that the 10-foot traiBc width
is the correct one for single line movement.
With these established facts and the knowl-
edge that motor transport will increase hence-
forth more closely with the population, the
location and design of the various sections
of highway can be determined upon on a
better economic basis.

PRESENT PROBLEMS

Reconstruction, involving thickening,
widening, relocation and maintenance of high-
ways is provided for by the reconstruction
fund, derived from the 2-cent gasoline tax and
the motor license fees. The estimated revenue
for the present biennium from this source is
$27,100,000 for the biennium. The pressure
for this type of construction will probably
continue for many years. A situation similar
to that of 1920 will not again develop if high-
way engineers use the knowledge now avail-
able in the designing and planning of our
reconstruction work. The very rapid growth
of the metropolitan areas of this state has pro-
duced a reconstruction problem to care for
traffic that is still acute. Roads of this type
frequently take the form of city streets. In
connecting large centers of population it is
clear tliat the highways become such impor-
tant traffic arteries that traffic can not eco-
nomically follow the devious, indirect rout-
ings which were satisfactory for the original
county highways. The development of the
higlnvay system is parallel to the development
of a railroad system, where the crooked, light
roads of the early days have given way to
realignment, heavy construction, long tunnels
and other engineering developments, all
designed to make transportation more eco-
nomical and reduce mileage.

BUDGET SYSTEM

The present administration of the state is
operating under the budget system. The first
detail budget of highway funds was submitted
to the Governor and passed for the fiscal
years 79 and SO. The basis of this budget Avas
necessarily largely preliminary estimates,
some of them only guesses as to the amount
necessary for a proposed improvement, no
definite final plan of the improvement having
been made. However, estimates have been
rcAnsed and the present contracts are being
let as near as possible to carry out this budget
program.

PREPARING NEXT BUDGET

The district engineers have submitted a
tentative construction budget for the fiscal
years 81 and 82. Authority will be given on
projects which will be considered at the time
of preparing the budget for surveys and
plans, to be prepared to at least the stage
where a sufficiently accurate estimate can be
made to insure adequate funds for construc-
tion without allotting an excess. In other
words, definite surveys wherever possible will
be made the basis of our construction budget.
In line with this, an estimated anticipated
revenue from all sources has been prepared.
This applies to both the reconstruction fund,
derived from the 2-cent gasoline tax, and the
new construction fund, derived from the
1-cent gasoline tax.

STATE HIGHW^AY DATA

At the present time, the state highway
system has an unimproved mileage of 2369 ;
and an improved mileage, (various stages of
improvement) of 4220. Out of funds avail-
able during the present biennium, 79tli and
80th fiscal years, it is expected that the fol-
lowing improvements will result :

Paved Graded Total
Construction 20 265 285

Reconstruction 130 58 1S8

Total 150 323 473

Available for new construction in addition
to the reconstruction and maintenance fund
is the 1-cent gas tax which will produce a
total revenue of $15,100,000 this current
biennium.

We expect to put under contract by July
1st approximately $7,500,000. Further con-
tracts will be let approximately at the rate
of $2,000,000 a month after that date.

RESEARCH AVORK

While engaged in this intensive construc-
tion program, it is the plan that research

(Continued on page 22.)

CAL/FOh'MA II Id II WAYS A^D J'UnLIC WORKS

Progress Made on Pavement

Construction During the Year 1927

By Eahl WiTHVCOMBEj Assistant Construction Engineer, Division of HiKliways.

S:\rOOTTIXESS of the pavements con-
structed during- 1927 maintained the
same liig'h standard set by the 1926 con-
struction record. Witli the use of mechanical
means of spreading asplialtic mixtures on one
entire project and on portion of another, the
average of roughness on this type of pave-
ment was reduced.

Strength of concrete
lias been materially
increased over pre-
vious records. The
field men have ac-
quired a more
thorough understand-
ing of the principal
factors contributing to
the strength of con-
crete. The average
mixture of this year
^^"as a much more plas-
tic and workable mix
than during 1926.

Following is a de-
tailed review of the
1927 California state
highway paving proj-
ects.

COXSTRUCTIOX
METHODS

Portland Cement
Concrete. Finish-
ing of concrete fol-
lowed the same general
method as outlined
in the 1926 summary.

During the latter
])art of 1927 it was
decided to adopt the
use of marginal steel
for the purpose of pre-
venting corner breaks

at contraction cracks within the slab panels.
^Vdoption of dowels has minimized the corner
lireaking at expansion joints.

Standardizing on the provision for one-half
inch ex]iansion joints at intervals of sixty
feet, with two intermediate transverse weak-
ened plane joints, has broken the slab into
20-foot panels of 10-foot width. It is expected

HIGHWAY CONSTRUCTION

RECORDS MADE IN 1927

The following jobs established records dur-
ing 1927:

Smoothness of Pavement
With respect to smoothness of pavement
Contract IVi-139 in San Bernardino County,
Sam Hunter, contractor, E. R. Brown resi-
dent engineer, is pronounced as smooth as
any Portland cement concrete pavement yet
laid in California. In asphaltic concrete,
Contract 96FC1, Kern County, Force, Cur-
rigan & McLeod, contractors, P. L. Wilcox,
resident engineer, has the record for smooth-
ness for machine spread pavement, and Con-
tract DM-253, Los Angeles County, South-
west Paving Company, contractor, J. M.
Lackey, resident engineer, has the record for
hand spreading.

Compressive Strength
Exceptionally high average compressive
strengths were obtained on Contract 525 in
Orange County, Matich Brothers, contractors,
R. D. Kinsley, resident engineer, and on Con-
tract M-168 in Alameda County, H. M. Ball,
contractor, F. C. Fosgate, resident engineer.

that this type of coiistruction will prac-
tically eliminate uncontrolled contraction
cracking. Such construction is not yet of
sufficient age to draw definite conclusions, but
early results appear very favorable.

The increased number of joints presented
ditficulty in construction to secure a smooth
riding surface and only through careful
s u p e r V i s i 0 n and
constant vigilance of
the resident engineers
and their assistants
w a s this roughness
kept down to a very
slight increase over
the previous year 's
record.

Production
Contract M-151, in Ventura County, J. F.
Knapp, contractor, C. N. Ainsley, resident
engineer, has the record for daily yardage in
concrete placed for any work to date on the
California system of highways. Contract
M-161, in Merced County, Allied Contractors,
Inc., contractor, H. B. LaForge, resident
engineer, was the record job for asphaltic
concrete production in 1927.

ROADS OPENED EARLIER

A marked change
has been made in the
time of opening con-
crete pavements, which
has proven a great
convenience to the
traveling public. The
watering period has
been cut to eight days,
after which the earth
blanket used in curing
is removed and the
pavement is permitted
to dry until opened.
During the progress of
]i 1 a c i n g concrete,
beams are cast at half-
mile intervals a n d,
after c u r i n g, are
broken in a portable
machine designed at
tlie suggestion of C. S.
P 0 p e, Construction
Engineer, by C. L.
McKesson, ^Materials and Kesearch Engineer.
The time at which the pavement is opened
to traffic depends upon the strength developed
in the beams.

This procedure has saved the traveling
public many thousands of dollars in motor
vehicle operating costs in addition to con-
venience, by permitting the early use of pave-

CALIFORMA HIGHWAYS A\D PUBLIC WORKS

lueiits tliat iiiiglit otherwise be kept closed for
an arbitrary period under ordinary specifica-
tions.

Xo marked cliange has been made in equip-
ment for this type of construction. Concrete
mixers have been universally standardized at
a cubic yard capacity, and all other units
brono'ht up to this output.

ASPHALTIC CONCRETE

Improved methods of spreading are respon-
sible for the increase in smoothness of
as]ilialtic concrete construction. During the
past year and a half, experiments were
carried on within the department to eliminate
the imperfections resulting from hand spread-
ing. The methods worked out with crude
hand and horse-drawn implements were incor-
porated on one of the mechanical finishers
used ordinarily on concrete work, and the
machine was tried out on two asphalt con-
crete projects during 1927.

Where mechanical means of spreading
were not available, a marked improvement has
been made on hand work by following up with
a five-foot, long-handled lute operated trans-
versely across the uncompressed surface.
This method tends to eliminate the sharper
irregularities remaining in hand-raking.

SMOOTHER PAVEMENT

On contract 96FC2 in Kern County, three
metliods of spreading were employed Avitli the
following results : 0.9 mile of hand work
averaged 24.2 inches of roughness per mile,
4.41 miles of hand work followed by a lute
averaged 18.6 inches per mile, and 3.32 miles
of machine finish averaged 16.4 inches per
mile. It can be said, in support of the
machine, that this portion of the Avork was
performed during cold weather and would
necessarily be rougher than work performed
under more favorable conditions.

On contract 96FC1, again in Kern County,
where machine finish was used throughout, the
average roughness of the entire job was 13.9
inches per mile. On the three miles con-
structed in summer weather, the average was
12 inches of roughness per mile, while the
remainder of the job built in comjiaratively
cold weather, averaged 14.7 inches.

OTHER IMPROVEMENTS

After a year of experimenting, the high
filler content mixture has been adopted as the
standard and all but two of the projects con-
structed this season were of this type. This
mixture is a modification of the original

"C-A-L-I-F-O-R-N-I-A" TELLS

THE WHOLE STORY ON

AUTO LICENSE PLATES

Charles A. Whitmore in Visalia Times-Delta.

The automobile license plates of Idaho are
shaped like the famous Idaho potatoes, while
Massachusetts is in the form of the much lauded
Massachusetts cod fish. A Wisconsin newspaper
man suggested the dairy cow be honored on
Wisconsin plates. Another newspaper writer
suggests that drivers found hogging the road
should be given a plate stamped in the form of a
large fat hog. And so the suggestions continue.

It would be difficult for California to adopt
any plate that would typify all of the resources
and attractions of this state. Fortunately there
is no need for our doing this. The word "Cali-
fornia" tells the whole story and the whole
world knows what it means.

experiments by Abson of Chicago along the
same line.

The surface finish accomplished by rolling
asphalt coated screenings into the freshly
compacted surface, has been adopted as
standard California practice. Apparently,
the larger the screenings, the better the
results, and material passing ^-incli and
retained on ^-incli sieve is now used for this
purpose.

Other than the mechanical means of spread-
ing, no radical changes have been made in
equipment in use on asphaltic concrete pave-
ment this season.

RESULTS OF LABORATORY ANALYSES

FoiiUntd Cement Concrete. The average
compressive strength of pavement concrete
this season was 4508 pounds per square inch,
the average for shoulder concrete was 3494
pounds and the general average of concrete
strength for both pavement and shoulders
was 4440 pounds per square inch, an increase
of 295 pounds over 1926 construction.

Pavement concrete varied in average
strength on individual contracts from 3740
]iounds to 4944 pounds, a total variation of
1204 pounds. The total variation in 1926
was 2160 pounds, indicating that much more
uniform results were secured in 1927 con-
struction.

Asphalt Concrete. Voids in pavement mix-
tures varied from 7.4 to 1.8 per cent as
found by relative s))ecific gravity determina-
tions. This density is somewhat loAver than
the 1926 results and is due, to a large extent,
to the high filler content. Experiments have
shown that this mix, although more stable

(Continued on page 20.)

CALIFOUMA II 1(1 If WAYS AND PUJiLIC WORKS

Breaking the Newhall Bottleneck

By S. v. CoRTEi.You, District Engineer, Los Angeles

THE survey for a new entrance road to
tlie San Fernando Valley from the
north has been completed. While
financial and leg^al phases of the project are
yet to be determined, the survey has shown
that this will relieve the many traffic jams
that have occurred in the past between
Sau<rus and San Fernando.

The survey is for a ncAV road over that por-
tion of the route lying outside of the city
limits of Los Angeles. The survey and pre-
paration of plans for sections within city
territory wall be ready soon.

State, county and city engineering depart-
ments and the Automobile Club of Southern
California have been working on a traffic con-
gestion relief plan through the Newhall Pass
for more than a year. This plan is declared
to be the most logical yet devised.

DISTANCE REDUCED

The new road will leave the ''Ridge" road
about midway between Castaic and Saugus
and extend southeasterly into and through
Gavin and Weldon canyons to a junction with
the San Fernando road just south of the via-
duct over the Southern Pacific Railway at
Tunnel Station. In addition to improved
aligntuent and the elimination of a dangerous
grade crossing for San Joaquin Valley travel,
the new road will shorten the distance between
the points mentioned about 1.2 miles.

From a point on the San Fernando road
just north of the viaduct over the Southern
Pacific Railway at Tunnel Station, it is the
intention to extend a new road along the
northerly side of the railway tracks to a
point a short distance below the Cascades on
the aqueduct. From this point the road will
continue easterly to a connection with the
state highway at the north city limits of San
Fernando.

SOUTH ROUTE PLANNED

From a point on the south roadway near
the Cascades it is propo.sed to extend a new
highway south through the San Fernando
Valley and the Santa Monica mountains to
the west coast ; there to connect with the
state coast highway extending from Oxnard
to San Juan Capistrano.

Contracts for the ■\\-idening and repaving of
San Fernando road between Tunnel Station
and San Fernando and betw^een San
Fernando and Burbank have recentlv been

awarded ; also, the state is planning extensive
improvements in the present road through
Newhall tunnel and pass.

These improvements, when completed, will
enable travel to enter the metropolitan area
of Los Angeles from the north with a mini-
mum of interference and will permit of a
distribution of travel from the upper end of
the San Fernando Valley direct to points of
destination wdthout the inconvenience and
annoyance of passing through already con-
gested districts. This improvement wall be
of inestimable value to southern California.

The improvements noted above will be con-
structed by the state and city and county of
Los Angeles. The state work wall be confined
to that portion lying wdthout the city limits,
and the city and county to that portion within
the city. The two divisions of the work, how-
ever, are inseparable and the state will not
expend money upon its section until definite
assurance has been made that the city and
county will carry out their part of the plan,
for travel would still be "bottlenecked" at
and below Tunnel Station.

Walled in as it is on three sides by the San
Gabriel, Santa Susana and Santa Monica
mountains and the Pacific Ocean, Los Angeles
County is vitally concerned in maintaining
adequate entrance roads. Entrance from the
north is confined to the Cajon and Newhall,
and from the west to the Santa Susana and
Calabasas passes.

The Newhall Pass is of particular
importance to the south. Since that memora-
ble day in December, 1854, when Phineas
Banning, seated on the box of a Concord
stage drawn by six mustangs, drove over the
old pack trail to the summit and "nose-dived"
doT\Ti the north slope, this route has been the
only direct connection between Los Angeles
and the San Joaquin Valley.

Fort Tejon was established in 1854. and
following Banning 's adventure the merchants
of Los Angeles were quick to see the trade
possibilities in this route and set about to
raise, by public subscription, funds to con-
.struct a wagon road over the Newhall Pass.
By February, 1855, the road had been
improved and in that month the first wagon
train, forerunner of a mighty commerce,
passed over the new road en route to the fort
and the Kern River country.

From 1910 to 1913 the present road and
tunnel were constructed hj Los Angeles

CALIFORNIA JIiriHWAYS AXD PUBLIC WORKS

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-' \' TowesrcoDsrAfio'^poittTS sourH <tro los^At/sEtes

MAP SHOWING T^OCATION OF SUGGKSTED HIGHWAY

County tliron«ili a bond issue. That part of
the road lyinji' between JSaup'us and the north
city limits of Los Angeles Avas made a part
of the state highway system in 1916 and is
maintained by the state. The original
improvement, however, remains as con-
structed by the county.

In 1910 when Los Angeles County started
the improvement of the NeAvhall Pass, tliere
were registered in California, 44,132 auto-
mobiles. The population of Los Angeles
County in tliat year was 504,131.

In 1927. Los Angeles County registered
689,902 automobiles and tlie ]iopulation of
the count \' was estimated to Ix' more than
2,250,000 people.

A traffic census taken for a 24-liour period
in August, 1920, by the Automobile Club of

Southern California, showed a total of 1207
vehicles using the San Fernando road between
the north city limits and Saugus. A recent
traffic check on this section shows a total of
23,150 vehicles during a 24-hour period.

It will be noted that the plan contemplates
the ultimate extension of the principal streets
of San Fernando westerly to an intersection
Avith the proposed trunk highway. This will
enable travel to filter into San Fernando and
points along the northerly side of the
Southern Pacific tracks along more direct
lines. It is coming to be generally recognized
tliat congestion on business streets tends to
depreciate property values and encourages^
tlie development of business centers in less
congested localities.

CA/J FORMA ma II WAYS AND PUlifJC WORKS

New Construction Problems

By C. S. Pope, Chief Construction Engineer, Division of Highways.

THE Division of Highways is confronted
at this time "with tlie task of planning
and execnting nnder contract, liighway
projects wliicli will reqnire an expenditure in
excess of thirty million dollars for the biennial
period beginning July 1, 1927, and ending
June 30, 1929.

The task may be visual-
ized in the statement that
there have so far been pro-
grammed in excess of 150
major projects, not count-
ing bridge projects or
grade separations.

These major projects
range in estimated cost
from $50,000 to $60,000 to
more than $800,000
allotted to a single project,
c. s. Pope. In addition, some 250 to

300 minor projects rang-
ing from $10,000 to $50,000 will be carried
out during the biennium.

The construction problems involved in the
proper handling of these projects are two-
fold.

On the one hand we have the problem of
designing the physical details of the project
in the best possible manner and, on the other,
the securing and training of a personnel of
engineers and inspectors competent to sup-
plement the experienced and trained men
already in the employ of the Division of
Highways.

A brief statement of present practices may
be of interest.

MATERIALS SURVEY

At the present time, all highway projects
are given a most thorough engineering exami-
nation before plans are undertaken. Material
surveys are conducted showing the character
of the soil and its proper treatment, also
the location and availability and quantity of
construction materials of all kinds.

A traffic survey is maintained at uniform
intervals of time from which predictions of
future traffic may be made with reasonable
accuracy.

An accurate system of costs of maintenance
of different sections of highway is of great
value in determining the details of con-

3 — 58904

struction which should be specified especially
on reconstruction work.

The determination of types of pavement to
be used on both new construction and on
reconstruction offers a fertile field for both
study and argument.

GENERAL PROBLEMS

The general problems with which the
department is confronted offer a great variety
of unusual conditions to be met. Three
projects may be cited showing the diversity of
obstacles to be overcome and their import-
ance to the success of highway construction.

One project which we have in contempla-
tion is the construction of a section of high-
way from Soda Springs westerly on the trans-
continental route from Auburn to Reno. This
road is located in the snow country at eleva-
tions of 6000 to 7000 feet, and the problem
is to design a road which will not only ade-
quately serve traffic as to grade, alignment
and scenic features, but will also offer the
greatest freedom from obstruction during
period of snoAV fall. So insistent is public
demand that roads be kept open at all times
that there is a constant pressure for large
expenditures for snow removal on roads
which are relatively unimportant. The
problem on the road in question will be met
by keeping the grade as high as possible,
avoidance of heavy cuts and a tendency
towards widening all cuts as much as pos-
sible with ample drainage facilities. The
removal of trees which shade the roadbed is
also important since it will save the state large
sums of money if we do not have to remove
caked ice from the highway. Also, it is neces-
sary to provide eventually, a hard surfaced
road for the full width of the graded section
in order to secure proper support for the
operation of snow removal machinery.

A second problem is the protection of the
road from Santa Monica to Oxnard against
the erosion of the sea. This is a road of great
importance and also great scenic beauty but
its location is such that the expenditures for
shore protection may become very serious.
Experimental structures in the way of groins,
riprap, concrete slope paving or other devices
are all receiving attention in the hope of
working out an economical and successful
type of structure for this location.

(Continued on page 24.)

10

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Santa Ana River Bank Protection Work

THE Division of Iliglnvays recently com-
pleted the construction of 2000 lineal
feet of protection work along the
east bank of the Santa Ana River, at the
State Higlnvay Chapman avenue bridge in
Orange Count.y.

Flood waters of February, 1927, cut out a
large area of land along the east side of the
river channel just north of the state highway
bridge and inundated the highway for about
a mile, closing the road to traffic for nearly a
day, and flooded residences and places of
business. Serious cutting occurred at the east
approach to the bridge, where the embank-
ment was menaced for several hours.

A timber pile and wire revetment, con-
structed by local interests, which extended
along tlie east river bank from the bridge
abutment 2000 feet npstream to a grove of
eucalyptus trees was washed away by the
flood. The wooden piling had rotted at the
ground line and was broken off by the force
of the flood water.

As it was necessary to replace the revet-
ment Avhich had been washed away, in order
to safeguard the state highway bridge and
prevent the recurrence of the flooding of the
highway as well as private property along the
east bank of the river, a plan was proposed by
District Engineer S. V. Cortelyou which was
accepted by tlie Olive and West Orange Pro-
tection District, in whose territory the flooded
area was located. The cost of the work was
shared equally by the state and the protec-
tion district.

Work consisted of the construction of 2000
lineal feet of double fence of pipe posts and
woven wire and brush, bank protection. In
addition to the 2000-foot line, two 50-foot
wing offsets were constructed at the upstream
end to serve as a second line of defense against
the entrance of the stream behind the pro-
tection work.

The protection work was constructed along
a straight line extending from a point 2000
feet upstream to the east abutment of the
Chajunan avenue highway bridge. Posts,
wliieli Avere spaced 6 feet on centers both
longitudinally and transversely, consisted of
3^-ineh O.D. tubing galvanized. The posts
were ai^proximately 20 feet long and were
driven into the ground 13 or more feet and
projected above the ground surface 6 feet.

Top view shows bank destruciioii : center views,
pile driver and fence ; bottom view, completed
revetment.

Diagonal braces made of the same size tubing
were placed on the front line or river side in
each ])anel, and were used on each alternate
panel transversely from the front line of posts
to the back line of posts, affording rigid
construction. Galvanized f-inch bolts were
used to fasten the braces in place.

Along the row of posts on the river side
there was placed 8 feet of Ellwood
T.vpe "I" fencing, which was composed of
two 58-inch widths of the fencing which were
lapped 20 inches at the ground line, where the

(Continued on page 25.)

CM.IFOUM \ UK! II WAYS AM) PUfUJC WORKf!

11

Keeping Books on the Highway Budget

llij K. lioY IIiGr.ixs, Chief Accountant. DopaiUnent of Public Works.

THE PLANNING of an accounting
system broad enough to meet pre.sent
and future fiscal and statistical needs
l)resents a continuous problem. Methods of
liighway financing have undergone a radical
transition during the past few years. The
ixilicy of building roads from funds provided

by bond issues has
almost universally
b e e n abandoned,
and Ave find that
generally through-
out the country
liiglnvay construc-
tion is being
financed from cur-
I'ent revenues pro-
vided by gasoline
taxes and motor
vehicle fees. The
effect of this
change has been to
emphasize the im-
portance of the
budget as an essen-
tial instrument in
the administration
of highway depart-
ments. In the accounting system of the Cali-
fornia Division of Highways budgetary prin-
ciples liave been applied so as to provide
through a comprehensive system of budgetary
accounts the maximum of executive control
over activities and expenditures.

WHAT THE BUDGET DOES

The budget which at the outset is merely a
tentative financial plan based upon estimates
of revenue and expenditures, becomes upon
its adoption the definite authorized adminis-
trative program for the biennium. It allo-
cates from the funds that it is estimated will
be available, definite sums for the several
functional activities of the Division of High-
ways. In connection with the allotment that
is made for construction projects, a detailed
statement of the specific projects to be under-
taken is included. Besides providing funds
for the various activities of the Division, the
budget limits the expenditures to the amounts
provided, and it is, therefore, necessary to
incorporate the final approved budget into the
accounts, and to record therein the effect of
subsequent transactions.

E. Rot Higgixs.

HOW EXPENDITURES ARE AUTHORIZED

Authority to expend funds under the
budget is extended to the various district
offices of the Division of Highways through
the medium of work orders, which are issued
by headquarters with the approval of the
State Highway Engineer and the Director of
Public Works. They are drawn against the
main functional allotments provided in the
budget and constitute specific authority to the
districts to incur expenditures for the pur-
poses stated therein. The issuance of work
orders is limited by the amount of the budget-
ary allotments, and district offices are not per-
mitted to incur expenditures in excess of the
individual work orders. There is, therefore,
no possibility of the Division of Highways as
a whole expending funds in excess of budget
provisions.

SYSTEM OF ACCOUNTING

The accounting for expenditures of the
Division is accomplished through a decentral-
ized system of accounts which places respon-
sibility for the accumulation of details upon
the district offices. :\Ionthly reports of accu-
mulated transactions for the fiscal year to
date are required from the districts, together
with journal entries necessary to set up the
monthly entries to the control accounts in
central" office. After giving effect to the
journal entries accompanying the monthly
reports, the expenditure controlling accounts
in central office are in agreement with the
corresponding controlling accounts in the
respective districts, and reports of administra-
tion, construction, and maintenance provide
the detailed analysis of these accounts.

BOOKKEEPING MACHINES

Bookkeeping machines are used in the dis-
tribution of expenditures to th<^ analysis
records of administration and maintenance,
and to the construction ledger sheets under
construction, as well as in the preparation of
the monthly reports. As the volume of detail
is very great, the adoption of machine book-
keeping has provided for the handling of
transactions somewhat more rapidly than is
possible by hand methods, and at the same
operation mechanical proof of the accuracy
of the work is obtained.

A decentralized system of accounts similar
to that described above is used in connection

12

CALIFORNIA HIGHWAYS AXn PUBLIC WORKS

with equipment department accounting, the
detail of which is kept in the various shop
offices. Bookkeeping machines are again used
to good advantage in the posting of the sub-
sidiary stock and equipment ledgers,
employee's time cards, labor cost sheets, shop
invoices, and in the preparation of monthly
reports.

CALIFORNIA SYSTEM APPROVED

Expenditures of the various state highwaj^
departments in the United States have
increa.sed phenomenally during the past ten
years, and highway accounting has had to
keep pace with this rapid gro"\vtli. The
natural result is that systems have developed
in the various states independently of each
other, and the statistics which are compiled
for administrative purposes and for the infor-
mation of the public, are in many cases not
comparable, being based on entirely different
policies in the accumulation of costs. As a
step toward correcting this condition a sub-
committee on accounting was apopinted by
the American Association of State Highway
officials, meeting at Denver, October, 1927.
This committee in its report stressed the need
for a uniform system of accounts in all state
highway departments, and made various
recommendations as to procedure, organiza-
tion, accounting methods, and the compilation
of reports and financial statements. There
is considerable satisfaction in knowing that
the organization and system of the California
Division of Highways appears to follow very
closely the uniform system outlined in the
report of the subcommittee on accounting,
wliich was recommended for adoption in all
of the states of the Union.

Highway Crew A ids

In Tehama Rescue

E. L. Stump, resident engineer for the Cali-
fornia StP.te Highway Commission reports
that a crew of his men aided in the rescue of
E. D. Simpson, of Tehama, who nearly lost
his life, Monday night, at the Cone Ranch
near Red Bluff when his machine became
stalled in the water pouring across the high-
way. Simpson's car was washed from the
road and it was with considerable difficulty
that he and the car Avere dragged from a
perilous position when his car became lodged
in debris in deep water. A 5-ton truck of the
liigliway department Avas used in the rescue
work.

Tells Progress in

Separation of

Grade Crossings

During the year 1927 the Transportation Division
of the State Railway Commission passed on twenty-
three applications involving grade separations. Two
other separation proceedings were applied for and
were pending at the close of the year.

In line with the commission's policy to remove traflSc
hazards at important grade crossings as speedily as
possible, grade separations, or the elimination of grade
crossings, were authorized and were constructed dur-
ing the year at the following places: Between Alber-
hill and Corona, Riverside County, on the Corona and
Santa Fe Railway; at Pico boulevard, Longwood
avenue and Tremaine avenue in the city of Los
Angeles on the line of Pacific Electric Railway; at
Beverly boulevard, two miles east of Montebello on
the Los Angeles and Salt Lake Railroad at Harbor
boulevard ; Pittsburg, Contra Costa County, on The
Atchison, Topeka and Santa Fe Railway; and at
Ben Ali. Sacramento County, on the Southern Pacific
Railroad.

The following grade separations were authorized by
the Commission on the recommendation of the Trans-
portation Division but have not yet been completed,
at the following locations : At Rio Oso, Sutter County,
on The Western Pacific Railroad Company's line; at
Murray avenue near La Mesa, San Diego County,
on San Diego and Arizona Railway ; on state highway
at Galivan. Orange County, on Atchison, Topeka and
Santa Fe Railway Company; at First street, city of
Los Angeles, on Atchison, Topeka and Santa Fe Rail-
way, Los Angeles and Salt Lake Railroad, and Pacific
Electric Railway ; near Rincon, Santa Cruz County,
on Southern Pacific Railroad ; at Mossdale, San
Joaquin County, on the Southern Pacific Railroad ; at
Forty-seventh street, city of San Diego, on San Diego
and Arizona Railway Company ; at Serra, Orange
County, on The Atchi.son. Topeka and Santa Fe Rail-
way ; private road at Spadra, Los Angeles County, on
Los Angeles and Salt Lake Railroad ; pedestrian sub-
way near Marysville, on Southern Pacific Railroad ;
at Oceauo. San Luis Obispo County, on Southern
Pacific Railroad ; at Stinson Beach road, Marin
County, on JNIt. Tamalpais and ]\Iuir AVoikIs Railway.

Dcceinbcr. l'.)27. was the coldest December in
Minnesota since 1SS6 and had more snowfall than
any December since 1891, according to the St Paul
weather bureau. The cold weather was general
throughout the state. The snowfall varied, some
places having more than the 28.5 inches recorded in
St. Paul and some having less. All except a few
small sections of the state, however, had a very heavy
snowfall, accompanied by high winds. In spite of
these unusual conditions, trunk highways in Minne-
sota were kept 90 per cent open during the month, a
bulletin from the State Highway Department states.
Only on two days, when heavy storms were in prog-
ress, were a majorit.v of the highways closed. After
both storms two-thirds of the routes were opened
within three days, and all but two or three of the
sixteen maintenance districts reported nil rotites
opened within a week. Some of the districts which
had heavy sitowfall, but less wind, had all routes open
within twentv-four hours after each storm.

CArjFORNf.l IliaUWAYS AND PUBLIC WORKS

13

100 Years After Jedediah Smith

Retrailing on State Highways the Route That Daring Pathfinder Found

Century Ago

By T. E. Stantox, Assistant State Hig-hway Engineer.

THE YEAR 1928 marks not only an
important milestone in the development
of California's state highway system but
also the 100th anniversary of the famous trip
made by Jedediah Smith northerlj- through
tlie Sacramento Valley and along the coast in
northern California and southern Oregon.

We frequently over-
1 0 0 k important
anniversaries unless
something occurs to
jog our memories.

On a recent trip
thro u g h northern
Humboldt a n d Del
Norte counties the
writer was mentally
reviewing the fact that
bids had just been
opened for grading
the last unconstructed
section of state high-
way in Del Norte
County connecting
Crescent City with the
south.

T. E. Staxton.

A COMPARISON IN COMFORT

Realizing the ease and comfort with which
it will be possible to make the trip by auto
along the coast before the end of 1928, he was
reminded of the hardships suffered by the
small band of pathfinders under the leader-
ship of Jedediah Smith just 100 years ago
when they blazed a trail through unexplored
territory down the Trinity and Klamath
rivers to the coast near Requa and thence
northerly to the Umpqua River, Oregon,
where all but three of the party were
massacred by Indians.

DIARIES TELL STORY

Fortunately, both Smith and one of his
party named Harrison Rogers, left letters and
diaries describing the route followed by the
party through California. These letters and
diaries have been edited with copious foot-
notes by Harrison Clifford Dale, Professor
of Political Science in the University of

Wyoming and published by the Arthur H.
Clark Company, Cleveland, in 1919, in a
volume titled "The Ashley-Smith Explora-
tion and the Discovery of a Central Route
to the Pacific." Professor Dale has been
quite freely quoted in this article describing
the route taken by Smith and his party
through California.

THE FIRST TRIP

Smith made the trip from the vicinity of
Salt Lake to southern California over the
Santa Fe Trail in August, 1826.

His route is difficult to follow from his con-
fused and inadequate directions. It is over
100 miles from the point where Smith seems
to have struck Sevier River, up that stream,
and across the divide to the headquarters
of the Virgin, which he named Adams River.
According to Dale this river was subsequently
named Virgin, presumably for Thomas Virgin
who accompanied Smith on his second expedi-
tion.

Dr. Herbert E. Bolton, Director of the Ban-
croft Library at the University of California,
believes that Dale is mistaken in his assump-
tion that the Virgin River was named after
Thomas Virgin but thinks that it was probably
named by the Spanish after The Virgin.

Smith reached the Colorado which he recog-
nized as the Seedskedee, or Green River, bj^
October 5th. There is now a ferry across the
river at this point.

He crossed the Colorado at Needles and fol-
lowed, presumably, the present route of The
Atchison, Topeka and Santa Fe Railroad,
identical with what was to be the Santa Pe-
Los Angeles Trail. He entered California
via the Cajon Pass.

The expedition arrived at Mission San
Gabriel, November 27, 1826. Upon his
arrival in California Smith was looked upon
with suspicion and was compelled to appear
in the presence of the Governor of the Cali-
fornias, residing at San Diego, where, ^vith
the assistance of some American gentlemen, he
was enabled to obtain permission to return
with his men by the route he came and pur-
chase such supplies as he needed.

14

C ATA FOR MA HIGHWAYS ASD PUBLIC WORKS

THE TlUr NOBTU

He theu started north early in 1827 and crossed the
Tehachiipi Range into the San Joaquin Valley. After
traveling 300 miles tliey reached a river whei'e they
made a small hunt, attempted to cross the mountains,
failed, returned to the valley and established a camp.
Then Smith started again across the mountains with
two men on May 20, 1827. He succeeded in crossing
the Sierras in eight days, having lost two horses and
one mule. Smith states that he found the snow on
top of the mountain from four to eight feet deep, but
it was so consolidated by the heat of the sun that the
horses sunk only from half a foot to one foot deep.

ROUTE INDEFINITE

The location of Smith's route is impossible to deter-
mine with accuracy. Warner states that he followed
up the American fork of the Sacramento. Richman
takes him to the Mokelumue River and Chittenden to
the Merced. According to Dale it seems more probable
that he followed the Stanislaus, starting eastward

WmmS.MA^» w N P cnMfffflWl

jjTsnnp -^ WIS. c^-^i3H

Inscription on Monument.

along the route followed in the opposite direction by
the Bartelson-Bidwell party of 1841. The evidence
for this is the fact that he named the stream the Wil-
miches from the tribe of Indians dwelling on it. The
Wilmiches live north of Kings River but certainly not
as far north as the American fork of the Sacramento,
which was north of the northernmost limit of the
Mariposan group to which the Wilmiches belong. On
the Stanislaus River he was in the midst of a Mari-
posan area and he was not far north of Kings River.
Again, orders were issued in October, 1827, to bring
into San Francisco the trappers on the Rio Estanislao.
(Governor's Orders of August 3, September 14, Octo-
ber 1 and 16 in Departmental Records Mss., Vol.
V, 78, 88, 94, 102.) In the third place. Smith states
that he traveled north 300 miles from San Gabriel,
which would bring him approximately to the Stanis-
laus.

Assuming that, in continuing his journey, he fol-
lowed up the middle fork of this river, he would pass
to the south of Mt. Stanislaus (11,202 feet) (his
Mt. Joseph ) , and on the other side of the Sierras
would strike the upper reaches of the West Walker
River, following down into the plains of the east,
presumably passing to the north of Walker Lake
without visiting that body of water.

RETURN TO CALIFORNIA
Smith returned to California over tlie Santa Fe

Trail with additional men in the winter of 1827, and
rejoined the remainder of his original party.

During Smith's sojourn in California he and
Harrison G. Rogers, the clerk of the company, kept
a record of daily occurrences. Rogers' journal has
been preserved. He was killed July 14, 1828, with
eleven others of Smith's men, at the massacre of the
Umpqua. Two of his journals, both of them frag-
ments, have survived. The first covers the period
from November 27 to December 20, 1826, and from
January 1 to January 13. 1828. The second runs
from May 10 to July 13, 1828. What became of the
remainder of these journals is unknown.

With Smith's return in the winter of 1827, and
tlie resumption Of the journey northward in the spring
of 1828, Rogers continued his diary. Day by day,
during tlie tedious and dangerous march through
northern California and southern Oregon, he dili-
gently recorded the distance made and the direction
pursued, taking pains to make his log as perfect and
accurate in detail as the difficulties of an unnamed
and unknown wilderness would permit.

After two years of almost constant danger, they
were within easy distance of the friendly Kallipoo
Indians, the Willamette River, and Fort Vancouver,
the Hudson's Bay Company's post at its mouth,
when Rogers and all of the company save three were
brutally massacred by the Umpqua Indians, into
whose hands fell all the property of the little band,
including the furs, the outfit, and the journals them-
selves. Three refugees only. Smith, Black and
Turner, made their Avay amid terrible hardships to
Fort Vancouver, where they secured assistance from
the British in securing their property.

Rogers made the last entry in his journal on July
13, 1828.

DIARIES PRESERVED

For many months the journals were in the Indians'
possession. Why they did not destroy them is a
mystery. Perhaps they regarded them as an unknown
and powerful medicine. Finally recovered, however,
they were brought out by Smith from the mountains
in the fall of 1830. The following summer, after
having eluded constant danger and even having
escaped tlie massacre on the Umpqua, Smith was at
last shot down by Indians on his way to Santa Fe.

Ashley, who had been made executor of his will,
took possession of his papers including the Harrison
(i. Rogers journals. Instead of returning them to
Smith's relatives, who perhaps would scarcely have
appreciated their value, he retained them. At his
death tliey passed to the administrator of his estate
and so to the hands of Mrs. Benjamin F. Grey of
St. Louis, Ashley's grandniece, by whom they were
deposited with the Missouri Historical Society where
they are now preserved.

REACH SACRAMENTO RIVER

When Smith returned to California in the Avinter
of 1827 he rejoined the remainder of his original
party and, together with the recruits brought with
him on his second journey to California, the party,
then 21 men strong, moved slowly up the Bonadventure
(Sacramento) River. Moving slowly, and at the
same time passing the winter, until the 13th of
April, 1828, when by examination and frequent trials
he found it impossible to cross a range of mountains
(Sierras) which lay to the east, he then struck off
northwest, leaving the Bonadventure (Sacramento)
and worked across the Coast Range until on May
10, 1828, he had reached a point on the main branch
of the Trinity River, not far above the mouth of the
.south fork, near Burnt Ranch, Trinity County, Cali-
fornia.

CALIFORNIA It Kill WAYS AND PUBLIC WORKS

15

It is at this point tliat tlio sccoihI joiinial of
Harrison (J. Kogers begins, namely while the party
was still in the mountains between the Sacramento
\'allev and the ocean.

llicy traveled east alonj^ the north bank of the Umpqua
River.

This date, July 13, 1828, is the last entry in the
Journal of Harrison G. Rogers.

The Jedediah Smith Monument.

ON TRINITY KIYER

Between May 10th and 26tli Smith and his party
proceeded down the Trinity River, called, by Smith,
Indian Scalp River, making one or two attempts to
cross to and follow the coast.

The first account of the interesting Hupa Indians,
of Athapascan stock, who were not encountered by
the whites again till 1850, is contained in Rogers'
journal. The Hupas occupied the Trinity River from
its mouth to Burnt Ranch. They Avere a powerful
and important tribe, whose language was the lingua
franca among most of the tribes of northern California.

Smith and his party crossed the Trinity above
Klamath and encamped on the eastern bank.

KEACII THE KLAMATH

On May 27tli they reached the Klamath not far
above its confluence with the Trinity. The party then
made its way down the Klamath with considerable
difficulty and at last on Sunday, June 8, 1828, after
several days of hard traveling, they reached the sea,
camping north of Requa. On June 11th, following
north a short distance back from the shore, they
reached Wilson Creek. On June 13th, they managed
to reach a point just south of Crescent City where
they encamped. On the 14th, a mile from camp they
struck the long neck of land called Point St. George
and encamped on the side facing the open sea. On the
16th, proceeding along the point, they camped on its
northern extremity near Lake Earl. On the 17th they
advanced a couple of miles but, finding the ground
in the vicinity of Lake Earl swamp and impassable,
they returned to the higher prairie and encamped.
On the 18th the same obstacles were encountered
that had been encountered on the day before. On
the 19th, the Smith River was discovered and on the
20th they struck Smith River some distance above its
mouth, fording the stream six or eight miles from
the sea. Then following the coast and crossing the
numerous streams and rivers in Oregon the party
reached the Umpqua River in Douglas County,
Oregon, on Friday, July 11th. On the 12th they
crossed the Umpqua probably above the mouth of
Smith River and then proceeded in an easterly direc-
tion toward Winchester Bay. On Sunday, July 13th,

Map of Jedediah Smith's Exploration.

INDIAN TROUBLES

Up to this point the general attitude of the Indians
towards the little party had been friendly. Smith had
made every effort to keep on peaceful terms with
them. By the 13th of July the worst of their
journey was over. Fifteen or twenty miles of easy
traveling would bring them to the Willamette Valley,
whence lay an open road to the Columbia. The
Umpqua Indians, moreover, seemed singularly
friendly. Two days earlier, it is true, one of them
had stolen an axe, which he gave up only after
Smith had tied a rope around his neck. The fol-
lowing day the incident seemed to be forgotten for
fifty or sixty Indians came into the camp to trade.

The night of July 13th, their attitude apparently
changed, or else from the first Smith, despite his
experience with the Indian character, had been
deceived by their seeming friendliness. With their
usual precautions, the men had pitched camp Sunday
evening near the river. Monday morning, leaving the
rest of the party still in camp. Smith after break-
fast, set out on foot to find the road for the day,
just as he had done many times before. The party
had already crossed the Umpqua but had found the
traveling on the north side of the stream unusually
difficult chiefly on account of the heavy rains.

Returning from his reconnaissance, he suddenly met
John Turner running frantically toward him through
the underbrush. He related how soon after Smith's
departure, the entire band of Indians, at the instiga-
tion of the chief who had stolen the axe a couple of

(Continuefl on page 2 3.)

16

CAIJ FORMA HIGHWAYS AND PUBLIC WORKS

CALIfORNIA HIGHWAYS AND PUBLIC WORKS

Official journal of the Division of Highways of the
Department of Public Works, State of California ;
published for the information of the meml)ers of the
department and the citizens of California.

Editors of newspapers and others are privileged to
use matter contained herein. Cuts will be gladly loaned
upon request.

Bert B. Meek Director

George C. Mansfield Editor

Address communications to California Highways and
Public Works, P. O. Box 1103, Sacramento, California.

Vol. .-,

MAY-JUNE, 1028

Nos. 5-6

DIVISION OF HIGHWAYS

DEPARTMENT OF PUBLIC WORKS

STATE OF CALIFORNIA

C. C. YOUNG, Governor

B. B. MEEK, Director, Department of Public Works

CORNING DE SAULES, Deputy Director, Department

of Public Works
C. C. CARLETON, Chief of Division of Highways and

Rights of Way

GEORGE C. MANSFIELD, Editor, California Highways

and Public Works

I CALIFORNIA HIGHWAY COMMISSION

RALPH W. BULL, Chairman, Eureka

J. P. BAUMGARTNER, Commissioner, Santa Ana

M. B. HARRIS, Commissioner, Patterson Bldg., Fresno

JOSEPH M. SCHENCK, Commissioner, c/o United

Artists Studio, Santa Monica Blvd., Los Angeles

FRED S. MOODY, Commissioner, 6 40 Kohl Bldg.,

San Francisco

C. H. PURCELL, State Highway Engineer, Sacramento

HARRY A. ENCELL, Attorney, San Francisco
E. FORREST MITCHELL, Secretary

HEADQUARTERS STAFF, SACRAMENTO

T. E. STANTON, Assistant State Highway Engineer

L. V. CAMPBELL, Office Engineer

FRED J. GRUMM, Engineer of Surveys and Plans

C. S. POPE, Construction Engineer

T. H. DENNIS, Acting Maintenance Engineer

CHAS. E. ANDREW, Bridge Engineer

R. H. STALNAKER, Equipment Engineer

C. L. McKesson, Materials and Research Engneer

E. R. HIGGINS, Chief Accountant

DISTRICT ENGINEERS

I. G. THOMAS (Acting), District I, Eureka

H. S. COMLY, District II, Redding

F. W. HASELWOOD, District III, Sacramento

J. H. SKEGGS, District IV, San Francisco

L. H. GIBSON, District V, San Luis Obispo

E. E. WALLACE (Acting), District VI, Fresno

S. V. CORTELYOU, District VH, Los Angeles

E. Q. SULLIVAN, District VIII, San Bernardino

P. G. SOMNER, District IX, Bishop
R. E. PIERCE (Acting), District X, Sacramento

General Headquarters, Third Floor, Highway Building,
Eleventh and P Streets, Sacramento, California.

ATTORNEY GENERAL RULES
ON CONTENTS OF JOURNAL

Attorney General U. S. Webb has ruled
that specific legislative consent must be
obtained for the publication in California
Highways and Public Works of matter per-
taining to the activities of the Division of
Engineering and Irrigation, the Division of
Water Rights, the Division of Architecture,
and the Division of Ports, all being divisions
of the Department of Public Works.

Such legislative sanction has already been
given for the publication of information con-
cerning the "work of the Division of High-
ways.

In accordance with this ruling and until
such time as express legislative approval
may be secured for the inclusion of articles
relating to the divisions first referred to,
California Highways and Public Works
will be confined to the publication of matter
relating to the Division of Highways.

It might be well to republish in this con-
nection the thought back of California High-
ways and Public Works as expressed by
Mr. B. B. Meek, director of the Department,
in the initial issue of this journal. He wrote :

California Highways and Public
Works in announcing its birth would
also announce the reason of its being.

We believe that there is need in a state
department spending many millions of
the people's money for an authoritative
source to wliich the people can go to
learn officially of the projects, policies, and
expenditures of such (iepartment. We
plan to be such an official record for the
California Department of Public Works.

There is also need in a department
embracing a wide and varied scope of
activities, some means through which the
combined judgment and experience of
the entire department can be brought to
bear on problems that arise within its
divisions.

We belicA^e also that where large sums
of public money are expended as is the
case in this Department of Public Works
that there should be a clearing house
through which knowledge of develop-
ments of new methods, announcements of
the results of experiments and matters of
a like character may be made easily avail-
able to county and city officials in par-
ticular and the public in general.

That is why we are here. We plan to
serve honestly, helpfully, loyally. We
want to help you, and we want you to
helj) us.

r [fJFORMA HIGHWAYS A\n JTHT.IC WORKS

17

COX VICT LABOR ON

STATE HIGHWAYS

BOARD OF SUPERVISORS

Tehama County
California

March 29, 1928.
B. B. Meek,

Director of Public Works,
Sacramento, California.

Dear Sir : There has been quite a little unfavor-
able comment in regard to using prison labor on the
Inskip Grade and Mr. A. N. Montgomery the chair-
man of our board of supervisors, requested me to
write you for a statement in regard to the matter,
so that we could give out some kind of a statement
to our newspapers. We would like to get the infor-
mation why prison labor is used and the compensation
that they receive and a general statement in regard
to the matter.

Trusting you will comply with this request, I am

Yours very truly,

H. M. KoPPLix, Clerk.

Mr. Meek's reply follows:

This will acknowledge receipt of your
letter of March 29th relative to the use of con-
victs on the Red Bluff-Susanville lateral of
the state highway system.

The employment of convict labor in road
construction has been a policy in force con-
tinuously in California since 1915, when the
first law instructing the California Highway
Commission to utilize convict labor in high-
way work was enacted.

The obligation to use this labor is still
imposed upon the Division of Highways. The
extent to which it shall amount so appro-
priated for the present biennium is $600,000.
This money must be used for the payment of
wages to convicts, and for no other purpose.

The total state highway expenditures for
the biennium are estimated at $50,000,000.
With the exception of the $600,000 appro-
priated by the legislature for the payment of
wages to convicts working upon state high-
ways, the remaining portion of the $50,000,000
wiil go to free labor, either directly in the
form of wages or indirectly in the payment
for material, supplies and equipment pro-
duced or manufactured by free labor.

It may interest you to know that but 20
cents out of each dollar goes to convicts on
these so-called convict camp jobs. The
remaining 80 cents is spent for superintend-
ence, engineering and other free labor used
in connection with such work; for supplies
and equipment necessary thereto, and for
bridges and drainage structures on these
projects, which will be built by contract.

During the past winter the number of con-

victs employed on road work was kept at a
low figure. The total number of convicts
in the three small camps maintained during
the winter was at its largest in December and
then only 227 prisoners were so employed. The
convict camp on the Red Bluff-Susanville
lateral will use about 60 prisoners.

Over a period of years the cost of road con-
struction by convicts and by free labor is
about the same. The fact, however, that the
convicts are self-supporting while at work on
the roads relieves the state of the burden of
supporting them in prison. The saving thus
affected to taxpayers of the state on the basis
of the employment of 850 men is estimated
at more than $200,000.

The convict camp work has been a very
important factor in the reformation of
prisoners, who through this work have been
given an opportunity of accomplishing the
change from prison to free life by gradual
process. The hope that prisoners may be
assigned to road work has been a very potent
factor in making for better discipline among
the inmates at San Quentin.

The history of convict road work in Cali-
fornia is that the prisoners have built excel-
lent roads without menace, peril, or annoy-
ance to the communities in which convict
camps have been located.

There are a number of counties now asking
that convict camps be established on their
roads. It is not the policy of the Division of
Highways to force a convict camp upon a
county, unwilling to receive it. If this should
be the case with your county, please advise us
of your thought in this matter. You should
understand, however, that if it is deemed
advisable to remove the camp from your
county, the work laid out there for the con-
victs, of necessity, must go over at least until
the next biennium as we haven 't the money to
finance a camp of free men on this project at
this time.

A young bride asked her husband to copy a radio
recipe she wanted. He did his best but got two
stations at once, one of which was broadcasting
physical exercises and the other the recipe. This is
what he took down :

"Hands on hips, place one cup of flour on the
shoulders, raise knees and depress toes, and mix
thoroughly in half a cup of milk. Repeat six times.
Inhale quickly one-half teaspoonful of baking powder,
lower the legs and mash two hard-boiled eggs in a
sieve. Exhale, breathe naturally, and sift into a
bowl.

"Attention ! Lie flat on the floor and roll the white
of an egg until it comes to a boil. In ten minutes
remove from the fire and rub smartly with a rough
towel. Breathe naturally, dress in warm flannels,
and serve with fish soup."

18

CALIFORXIA HIGHWAYS AND PUBLIC WORKS

Flood Destroyed Portion of

Desert Highway Rebuilt

By Almon Coonrod.

MARCH 13th of this year marked the
completion of a 2.1-mile state high-
way grading project on the San Diego
to El Centro highAvay at the foot of Mountain
Springs grade, destroyed by a flood on Decem-
ber 16, 1926.

This sudden and unforseen deluge of water
was the result of heavy rains over the large

The Wreck of the Old Road ; the New Highway.

barren drainage area above. It was only one
of a number of similar floods which occurred
over the desert areas in this section. The
earth embanlcments supporting the pavement
crumbled and were carried away by the heavy

current, and the pavement settled to the floor
of the wash in large broken slabs.

This flood occurred without loss of life or
serious damage to property other than to the
highway. Fortunately traffic was not delayed
long for the water subsided after the storm
and travel was resumed over the moist sand
in the bed of the wash. Oil was later applied
to the sand and this has served pending the
completion of the reconstruction project. The
new grade has been built on the hill side
above the wash. It can now be used if the
oiled road in the wash is destroyed by further
floods, but it will not be thrown open to traffic
until paved unless further floods in the wash
make this necessary.

True to the history of every disaster affect-
ing a thrifty population, the ruined highway
is now replaced. Though still unpaved, the
foundation is established for a better road
than the old one. The new road has been
relocated and built to the standards required
by present day traffic; provision has been
made for a grade separation at a railroad
crossing, and protection work has been pro-
vided to baffle the floods which may sweep
down the wash in the future.

State s Attitude Toward

Contractors Told

in Manual

The manual of instructions on construction work
governing all construction procedure of the Division
of Highways of the Department of Public Works of
the State of California, contains the following instruc-
tions relating to public attitude and relations with
the contractor:

"Relations with the public should be courteous but
business like and always governed by common sense.
Public discussion of the policies of the Highway Com-
mission should be avoided. Remember, always, that
you represent the State of California, and that the
state and the people of the vicinity will hold you
responsible for seeing that the work is accomplished
in such manner as to afford greatest benefit and least
inconvenience to the public at large.

"Relations with the contractor and his employees
should be agreeably maintained. Surliness or an
overbearing attitude will not be tolerated. Be friendly
to all, but familiar with no one.

"Anticipate the contractor's difficulties. Advise,
but do not try to force him arbitrarily to a certain

course of procedure where the specifications permit
more than one method.

"An engineer usually enforces his commands through
personality. Be sure your judgment is cool, fair and
impartial and your knowledge of the work so thorough
that you command respect and obedience. Never
argue. Refer disputed questions to your superior,
and, until you hear from him, use your best judgment.

"An erroneous method, once allowed to- start, is
hard to stamp out. Similarly, the reputation of being
slack or easy, though it is quickly attained, is difficult
to overcome.

"Instructions or formal orders shall be given directly
to the contractor or his authorized representatives,
only. In case of minor importance, however, this
rule may be modified to fit the occasion."

Motor vehicles registered in all of Russia totaled
21,035, as of July 1, 1927, according to figures fur-
nished the U. S. Department of Commerce, 78 per
cent being state owned, 7 per cent cooperatively
owned, and 15 per cent privately owned. Figures
compiled by the American Motorists Association show
that this is one motor vehicle to every 6723 inhabi-
tants in Russia, compared with one automobile to
every five persons in the United States.

rAfJFORMA II K; II WAYS AM) I'lliLIC WORKS

19

Grade Grossing
Accident Report
Issued by State

Railroad Board

Ilavins for its object the study of causes aud cou-
ditiuns favoring accidents at grade crossings and on
railroads and street railways, other than at gi'ade
crossings, the transportation division of the engineer-
ing department of the Railroad Commission has pre-
pared a comprehensive report on such accidents occur-
ring in the State of California during the years 1926
and 1927. The report has been submitted to Presi-
dent Leon O. Whitsell of the Commission by Mr. J. G.
Hunter, chief of the transportation division, who was
assisted in compiling the rei)ort by Assistant Engineer
John E. Cooper, and Service Inspectors W. F. Lemon
and H. L. Engelhardt.

GRADE CROSSING ACCIDENTS

As was the case in railroad accidents, discussed
above, the grade crossing accident situation appears
to have been more serious during 1927 than in 1926.
There were 1740 accidents of this class in 1927, as
compared with 1217 in 1926. The number killed in
these accidents was 194 in 1927, as against 139 in
1926. There were 763 injured in 1927, and 629
injured in 1926. The majority of the killed and
injured were passengers in vehicles, there being 135
killed, and 572 injured in this class during 1926, and
189 killed and 726 injured during 1927. Two of the
classes of accidents listed deserve special comment,
these being listed as : First, "Drove behind passing
train and struck by train traveling in opposite direc-
tion." Second, "Ran into standing train." Both of
these classes present peculiar conditions which the
present means of protection does not seem to meet.
Special study is being devoted to reduce the number
of accidents under both classifications. There were 25
accidents of the first nature during 1926, in which
three persons were killed and 10 injured, and 61 acci-
dents during 1927, in which six persons were killed
and 28 injured.

Under the second category where vehicles ran into
trains occupying the crossing, the accidents occurred
almost entirely during times of poor vision. In some
cases the view of the wig-wag was obstructed by the
train. The clear view under cars makes such trains
rather difficult to see at night, as the automobile head-
lights, if properly adjusted, tend to light up the road
under the car and not the car itself when it is at the
grade crossing. There were 48 accidents in 1926
resulting from vehicles running into standing trains,
with one killed and 27 injured, and 272 accidents in
which vehicles ran into moving trains, with 15 killed
and 114 injured in 1926. Under this classification
there were 62 accidents involving standing trains in
1927 with 40 injured, and 319 accidents involving
moving trains, with 25 killed and 139 injured.

It is interesting to note that 90 per cent of the
accidents at grade crossings occur on the Southern
Pacific, the Santa Fe and the Pacific Electric rail-
roads.

Approximately 80 per cent of the total accidents
covered by the report occur in city streets. The
greater number of crossing accidents occur at cross-
ings protected by crossing signs only. While this
may reflect, to some extent, the lack of protection, it

District One Pays
Tribute to Retiring
Ghief T. A . Bedford

liij I. G. Thomas, Assistant District Engineer.

DISTRICT I employees learned with the most
sincere regret that their chief, T. A. Bedford, had
tendered his resignation as District Engineer
to accept a position with the Kaiser Paving Com-
pany in Cuba.

When, three days later, Mr. Bedford left, it was
with regret that those who served under his guidance,
saw him board the train and
leave the service of the state
which he has served for sixteen
years. It was as though a big
prop had been taken from be-
neath the District I organization.
All those who worked with him

1-s- -^ marveled at his keen judgment,

, _^^fl^fe| ^is I'ai'e analysis of human
\ * Ii^^^^H '^^*'^"'^' ^°*J enjoyed and respected
^^'jj^^^H his kindly supervision.
<^4||^^^^^H He left Eureka honored by
^^^Hy^^^^H all those who worked with him
'^^^^^^^^^^ and a friend to all who knew
him.

He left District I on Friday,
April 13th, just 20 years since coming to California.
Sixteen years of that time has been spent as District
Engineer for the California Highway Commission,
eleven years of which he pioneered the work in Dis-
trict II and the last five years in District I.

District I employees all wish for Mr. Bedford the
best of all that he expects in his new venture.

is probably largely due to the greater number of grade
crossings falling within this group. The com-
paratively large number of accidents occurring at
crossings protected by wig-wags and by flagmen, 299
in 1926, and 599 in 1927 at the former; and 103 In
1926, and 98 in 1927, at the latter, is no doubt because
these include the heavily traveled crossings, and those
that, due to certain physical conditions, present
unusual hazards, and not because of the failure of this
type of protection.

Los Angeles County, with 422 grade crossing acci-
dents in 1926. and 759 in 1927, with 47 killed and 314
injured in 1926, and 64 killed and 294 injured in 1927,
led the list of counties. Alameda County was second,
with 207 accidents in 1926, with 10 killed and 79
injured, and 293 accidents in 1927, with 20 killed and
129 injured.

T. A. Bedford.

The New York state highway department spent
$18,000,000 for new construction and $21,000,000 for
reconstruction during 1927, according to figures
recently released. The construction contracts covered
315 miles and reconstruction contracts 359 miles.
The average contract price on new construction was
$52,000 per mile and the average on reconstruction
was $55,000. Many of New York's highways were
laid out and improved before the present standards
of alignment, grades and widths had been adopted.
The cost of relocation and building bridges to do
away with grade crossings also enters into the recon-
struction.

20

CALIFORXIA HIGHWAYS AXD PUBLIC WORKS

PROGRESS MADE ON PAVE-
MENT CONSTRUCTION DUR-
ING THE YEAR 1927

(Continued from page 6.)

than the normal mix, is more difficult to
compact.

FIELD COMPARISONS

Portland Cement Concrete. Roughness as
determined by the vialog average 7.8 inches
per mile, an increase of 0.6 inches over the
1926 record. Considering the fact that in
the majority of 1927 projects, the normal
amount of joints was trebled, this is an envi-
able record.

Cement control varied from 0.98 per cent
to 5.26 per cent and averaged 1.6 per cent.
The general average in 1926 was 1.49 per cent.

The average daily output of pavement con-
crete for all jobs was 201.8 cubic yards as
compared to 186 cubic yards in 1926. This

increase in daily averages was accomplished
with but a slight increase in labor required.

ASPHALT CONCRETE

Surface roughness for 1927 averaged 22.1
inches per mile as compared to 24.1 inches in
1926.

Daily output averaged 277.1 tons in 1927
and 270 tons in 1926.

SURFACE ROUGHNESS, ALL TYPES

The average roughness has been consistently
decreased since the first year in which
measurements were taken. The averages in
1924 were 22.2 inches of roughness per mile;
in 1925, 18.8 inches; in 1926, 15.0 inches;
and in 1927, 14.2 inches.

In determining pavement roughness in the
past, the Division of Highways has used an
instrument known as the "vialog, " developed
in New York state. Recently, however, the
United States Bureau of Public Roads has

RECORD OF PAVEMENT

District

County

Route

Section

Location

Miles

Con-
tract
No.

Contractor

III

3
5

2
2

2
2
2

2

60
60

2
12
12

2

B

B

A
H,J
H, J
D&F

B

C
B, C
A&E

A
A, B
H&A
DtoG

0..37
8.90
1.58
1.42
4.48
3.77
4.91

1.63
1.54
1.50
0.38
3.69
6,80
13.04

93EC4
M-168
94EC1
95FC1
M-142
M-139
97FC3

M-147
519
525

97FC1

M-163
515

M-151

PORTLAND CEMENT
C. W.Wood

IV

Alameda

N. M. Ball.

IV

V

Between Montecito and Summerland

V

Santa Barbara.. ._

Sam Hunter...

VII

Los Angeles-Orange _..

Orange

Michigan Ave., Whittier, to Mirada St

1 mile N. of Galivan — 6.7 miles N. of Galivan.

Through Tastin

Geo. Herz & Co.

VII

Geo. Herz&Co. .

VII

Orange

Griffith Co

VII

Orange

L'nited Cone. Pipe & Const Co.

VII

Orange-Los Angeles

San Diego

Bet. Naples and Anaheim Bay Bridge

At Del Mar

VII

VII

San Diego. . .

Geo. Herz&Co.

\1I

San Diego-Imperial

Ventura

Top Mt. Springs Grade— Myers Creek Bridge.

VII

J. F. Knapp . . .

PORTLAND CEMENT

VI
VI
VIII

Merced..
Merced..
Riverside

4

A

4

A

26

E, F

Athlone to S. Boundarj-

Merced — Southerly Boundary
Indio-6 miles S. of Coachella.

4.51
5.48
8.99

M-161
M-141
M-133

Allied Contractors, Inc..
.Allied Contractors, Inc..
Southwest Pav. Co

ASPHALTIC CON

III
IV
VI
VI
VI
VI

VII
VTII

Sacramento-Placer

Marin

Kern

Kern

Merced..

Merced

Los Angeles

Riverside

3

B&A

B

E

F

A

A

23

F

26

E-F

Sylvan Sohool-RoseNille

Through Ross and Larkspur

Lerdo-lfmile N. Famosa

1 mile N. Famosa-1 mile S. of Delano.

Mcrced-Southerly Boundary

Athlone-Southerly Boundary

Sierra Madre .Ave.-15th St., Lancaster
Indio-6 miles S. of Coachella

3.06

93EC2

2.50

M-144

8.79

96FC1

9.03

96FC2

6.04

M-141

4.51

M-181

1.00

DM-253

8.99

M-133

J. C. Compton..

Pacific States Const. Co

Force, Currigan & McLeod. .
Valley Paving & Const. Co..

Allied Contractors, Inc

Ailied Contractors, Inc

Southwest Paving Co

Southwest Paving Co -..

•Laid in 10-foot widths.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS.

21

porlVc'ted a miu'li more sensitive and accurate
instrument called the "Uoughometer, " and
after extensive trials and comparisons, the
latter instrument has been definitely adopted
for future Avork.

OUTSTANDING PROJECTS

Portland Cement Concrete. With respect
to smoothness. Contract M-139, S.B-2-H & J,
is as smooth as any pavement yet measured
in California. This project was constructed
by Sam Hunter under the supervision of
resident engineer E. R. Brown, now city
engineer of Santa Barbara.

Exceptionally high average compressive
strengths were obtained by assistant resident
engineer R. D. Kinsey on Contract 525, in
Orange County, and by resident engineer
M. C. Fosgate on Contract M-168, in Alameda
County. These projects were constructed by
Matich Bros, and N. M. Ball, respectively.

From the standpoint of production. Con-

tract M-151, in Ventura County, constructed
by J. F. Knapp, under the supervision of
resident engineer C. N. Ainley, has the record
for daily yardage of concrete placed for any
work to date on the California system of
highways.

Asphaltic Concrete. For smoothness, Con-
tract 96FC1, Ker-4-E, constructed by Force,
Currigan and McLeod under the supervision
of resident engineer P. L. Wilcox, has the
record for machine spread, and Contract
DM-253, in Los Angeles County, constructed
by Southwest Paving Company under the
supervision of assistant resident engineer
J. M. Lackey, was the record job for hand
spreading.

Contract M-161 in Merced County, con-
structed by Allied Contractors Inc., under the
supervision of resident engineer H. B.
LaForge was the record job for production
in 1927.

CONSTRUCTION

>

1927

Average strength of
concrete at 28 days,
pounds per square
inch

Avera
tioi
per

Avera
ton
day

Avera
joir
feet

Avera
des

<

>
a a <
a Ki

Type of equipment used

Remarks

Resident Engineer

ge daily varia-
i in cement used,
cent

ge yardage or
nage laid per

a ^

Ft

» I-.

■-1

a

S °

a-

=* TO
^ 1

Mixer

Finisher

District

CONCRETE PAVEI\
J. L. Picer

/lENT

3,812
4,944
4,679
4,680
4,451
4,835

4,194
4,618
4,875
4,951
4,192
3,740
4,066
4,376

124.22 1.31
235.97 ; 1.10

226.23 1.14
159.12 1.06
197.75 1.83
220.88 1.08

241.60 1.01
215.56 0.98
221.97 1.45
159.67 1.44
159.66 : 5.26
218.25 1.52

19.9 19.9

20.1 20.1
19.9 19.9
49.0 49.0

45.8 42.6

46.9 46.9

20.3 20.3

47.4 47.4
48.7 : 48.7
20.0 20.0

20.2 20.2
20.6 20.6

5.6
7.6

13.2
8.2
4.1

11.3

7.6
5.6
6.2
4.9

7.7
12.9

*Foote27E

*Koehring27E

*Koehring27E

*Foote21E

*Foote21E

*Foote26E

*Koehring27E

*Koehring27E

*Foote27E

*Rex27E

*Koehring27E

*Foote27E

*Koehring 27 E

*Foote27E

Ord

Ord

Hand

Ord

Ord

Ord

Ord & Lakewood

Ord

Lakewood

Lakewood

Lakewood

Ord

Lakewood

Ord & Lakewood

Wooden headers.
Wooden headers.
Wooden headers.

Steel headers

Steel headers

Wooden headers.

III

M. C. Fosgate

IV

H. S. Payson

IV

C.M.Butts

V

E.B.Brown

V
VII

A. D. Griffin.

VII

J. B. Hodges

Wooden headers.! VH

\. D. Griffin

Wooden headers.] VII

W. D. Eaton

Wooden headers.! VII

C. P. Montgomery .

Wooden headers. VII

W. D. Eaton

C. N. .Mnley

202.78 2.08
241.95 1.13

40.2
26.8

40.2
26.3

8.5

6.7

Wooden headers.
Wooden headers .

VII
VII

CONCRETE SHOULDERS

H.B. LaForge

3,729
3,272
3,472

168.99
105.97
124.03

0.60
0.65
2.52

Geiger A. C. plant
(1 ton)

Hand work

Hand work

Hand work

Wooden headers.

Wooden headers.
Wooden headers.

VI

H. B. LaForge

Geiger A. C. plant
(1 ton)

VI

H. 0. Ragan

Rex 21 E (5 sack)...

VIII

CRETE PAVEMENT

F. R. Baker

214.71
186.53
342.58
353.39
345.84
365.87

132.42
275.76

25.0
35.2
13.9
18.1
22.6
20.2

17.6
30.8

95.6
96.7
92.8
92.6
96.7
95.3

""98'2'

Geiger (^4 ton)

Geiger (1 ton)

Geiger (1 ton)

Geiger (1 ton)

Geiger (1 ton)

Geiger (1 ton)

Madsen (% ton)

Madsen (1 ton)

Hand work

Hand work

Ord (modified). .
Ord and hand...

Hand work

Exper. rake and

strike-off

Hand work

Hand work

Wooden headers.
Wooden headers.
Wooden headers.
Wooden headers.
Wooden headers.

Wooden headers.
Wooden headers.
Wooden headers.

Ill

W. A. Rice

IV

P. L. Wilcox

VI

H. B. LaForge

VI

H. B. LaForge

VI

VI
VII

H. 0. Ragan... .

VIII

CALIFORXIA IlIGHWAYi? AXD PUBLIC WORKS

"Gas Tax' Future
Said to Depend

On How Handled

"The future of the gasoline tax rests with the dis-
cretion of the state legislatures," is the conclusion
reached by F. G. Crawford, Professor of Political
Science in Syracuse University, in a study of
"Administration of the Gasoline Tax in the United
States,"' which assembles information that will be
useful to citizens of New^ York and Massachusetts,
whose legislatures are considering gasoline tax bills
in their current sessions, and of other states where
changes may be proposed next year.

The matter is reviewed in a recent issue of the
Christian Science Monitor.

Commenting on how the gasoline tax plan has in
eight years been adopted in 46 of the 48 states.
Professor Crawford says this record is unprecedented
in the annals of taxation. He warns, however, that
legislatures may "go too far with increases and bring
a rather violent reaction to a most successful tax.
There is already some tendency in this direction."

"It's success," he finds, "rests upon the low cost
of collection, the diffusion of the burden on the tax
bearer, and the fact that no important group has had
a I'eal economic or social motive for opposition. As a
rule, the motorist is more in favor of better highways
th.m he is opposed to the collection of this tax."

COLLECT $225,000,000 in 1927
The states collected a total of $225,000,000 in gaso-
line taxes in 1927, according to an estimate quoted
by Professor Crawford. This is approximately
$30,000,000 more than in the pervious year, and is
the peak of an xininterrupted increase in collections
from less than $5,000,000 in 1921, Avhen only 13 states
had the tax.

"The increase in revenue from this tax in those
years is little short of phenomenal," says the investi-
gator. "Even where the rate has remained constant
the gross amount has increased steadily. Increases
in rates liave caused corresponding increases in yield.
This, in part, answers those critics who believed
increases in rates might result in evasions. The
amounts collected are in themselves a reason why state
legislatures have raised the rates. The query may
well be raised as to how far the states will go.

"An interesting sidelight is the fact that as gaso-
line taxes have increased no serious change has been
made in the motor vehicle tax. Apparently there is
no connection and the gasoline tax is not regarded
as a substitute for. but rather an addition to, motor
vehicle taxes.

COMPLEXITIKS IN HANDLING TAX

"A striking absence of uniformity is shown in
methods of collecting the tax and in formulas for dis-
tributing and applying the money it raises. In any
state which has worked out a well integrated fiscal
program, this tax ought to be collected by the same
autliority which collects the other taxes."

Tlic cost of collecting the gasoline tax is very low,
he finds, especially wliere the collection is made from
the wholesalers. In all the states except three in
which the collection is made from retailers, the cost
is less than one per cent of the revenue. An increase
in the amoimt of the tax is found to reduce the per-
centage of collection costs. Complicated problems
have V)een encountered, however, in tin' matter of mak-
ing exemptions and refunds.

"Distribution of the gasoline tax has caused more
discussion than any other single phase of the prob-
lem," Professor Crawford remarks, and shows that six
different methods are in use in twenty states which
return some portion of the receipts to local com-
munities.

"Although the amounts that have been returned to
the localities have increased from 1924 to 1926, the
percentage of the whole amount, taking into account
increases in rates and increases in collection, has
actually decreased," he says. "The tendency is appar-
ently in the direction of state control and administra-
tion of gasoline tax money."

PRESENT STATUS OF STATE HIGHWAY
DEVELOPMENT IN CALIFORNIA

(Continued from page 4.)

work necessary to develop sound liigfhway
engineering standards and improvements in
methods will be carried on as in the past.
California's highway department has always
held a high place in this branch of the work.
The integrity of the construction encountered
in California is a monument to the honesty
and ability of the engineering organization
which carried on this work. It it expected
that California's engineering organization
will continue to occupy the high place that
it has maintained in the past.

Michigan Sets California

Right of Way Eccample

The state highway department is acquiring
land for a right of way width of 400 feet
through timber land in the Northern Penin-
sula. The purpose is twofold, being to pro-
vide recreational areas and to preserve snow-
drift-preventing stands of timber.

Automobile registration during 1927. totaled
23,125,000 cars and trucks. Comparing the regis-
tration to the miles of surfaced highways, the figures
show that there are 40.2 cars and trucks in the
United States for every mile of surfaced road. The
total mileage of highways, including secondary roads,
according to figures compiled by the American Motor-
ists Association aggregate 3,006,081 miles. Primary
highways total 575.000 miles.

The construction of an international highway, link-
ing the United States with Central and South
America, is provided for under the terms of a bill
Just introduced in the senate by Senator Tasker U.
Oddie of Nevada. The purpose of the highway, which
is sponsored by the American Motorists Association
and other organizations, would not only be for better
highway facilities and communication between the
countries, but would be conducive of good will.
Senator Oddie declared in introducing the bill.

Driver (to sweet young thing") : "I can see that I'm
only a pebble in your life."

S. Y. T. : "That's all. But I wish you were a little
boulder."

CAUFOh'XIA IIIGHWArt^ AND PUBLIC WORKX

23

100 YEARS AFTER

JEDEDIAH SMITH

(Continued from page 15.)

days befuro. rusliod on the ('nc;uni)ni('iit. Turner and
Black wtTo tlie only ones to escape.

KKACII VANCOUVER

Smith and Turner decided to make no effort to
recover the property and set out at once up the
Unipqua in tlie direction they would naturally have
pursued. After severe hardships, finally, in the month
of August they reached the slndter of Fort Vancouver,
where to their surpi-ise they found Arthur Black, who
had arrived only the night before.

THE NAMING OF SMITH RIVER

There seems to be no doubt but that the Smith
River in Del Norte County was named after Jedediah
Smith. Evidence of this is to be found in the "Jour-
nal of the Expedition of Colonel Redick McKee,
United States Indian Agent, Through Northern Cali-
fornia. Performed in the Summer and Fall of 1851"
published by authority of Congress in 1860 (see
archives of aboriginal knowledge, by R. Schoolcraft,
LL.D., Vol. Ill, pages 1.36-7).

On Monday, September 29, 1851, McKee's party
reached the junction of the Trinity and Klamath
rivers. Quoting the Journal from this point we find
that—

"The Klamath River is here, during its lower
stages, about fifty yards in width, and very swift.
Its course, in fact is obstructed at short distances
by rapids throughout its whole length, till within
ten miles of the sea, the descent from the source
to the ocean being very considerable. There are,
however, no falls of any height ; the largest, which
is a few miles below the forks, being little more
than a rapid. Much error has existed in maps
relating to this river ; its mouth having by many
(among others. Captain Wilkes and Col. Fremont)
been placed in Oregon, about 42° 35' N. L. and
it was for a long time supposed that Rogue's
River, Avhich actually empties about that latitude,
was a branch of the Klamath. The distinctness
of the two streams has since been ascertained, but
the source of the mistake is nowhere noticed. The
manuscript map of Oregon and California by Jede-
diah S. Smith, which was, till lately the best source
of information as to this part of the country,
although in general singularly accurate, consider-
ing the extent of the region traversed and laid
down by him, gave rise to it. Smith in 1828,
ascended the Sacramento Valley, and crossing the
mountains, struck on what was apparently the
South Fork of the Trinity. This he followed down
to its junction with the Klamath, and to the mouth
of the latter ; thence pursuing his route up the
coast to Rogue's River, and the Umpqua, and over
into the W^illamette Valley. Supposing Rogue's
River, or the Too-too-tutins, to be the one which
headed in Klamath lake, he so represented it on
his map : and to the Klamath he gave the name of
Smith's River, by which it is yet called upon all the
English sea-charts.

Smith's map, it is believed, was recently pur-
chased in Oregon by the Joint Commission of
Army and Navy Officers, and is probably now in
Washington.

The name of 'Smith's River,' which as a mat-
ter of tradition, has been bandied from pillar to

post, shifting from JOel to Rogue's River, has
recently vibrated between a stream running into
Pelican Bay, and another, called by some Illinois
River, and supposed to l)e the South Fork of
Rogue's River."

Thus it would appear that Smith left a map on
which he gave to the Klamath River the name of
Smith's River, not being aware at the time that it was
the outlet of the river known at its source in southern
Oregon as the Klamath. After the discovering of the
real outlet of the Klamath the name of Smith's River
was evidently transferred to the next major stream
to the north.

Unfortunately Smith's map appears to have' been
lost as it has never been found in the archives at
Washington.

Grade Crossing Costs

Formally A llocated

Authority has been granted by the Railroad Com-
mission to California Highway Commission to con-
struct the relocated state highway between Truckee
and Tahoe City at grade across the Tahoe Branch
of Southern Pacific Company at Tahoe City and to
construct the highway under the main line track of
that company at a point near Truckee, Nevada
County, and over the tracks of the Tahoe branch at
separated grades at a point about five miles north of
Tahoe City. The Commission ordered the State High-
way Commission to pay 70 per cent of the cost of the
proposed undergrade crossing and Southern Pacific
Company to pay 30 per cent, and ordered Southern
Pacific Company to pay $10,000 toward cost of the
proposed overhead crossing. The Commisisou also
ordered the Highway Commission to pay the entire
cost of constructing four grade crossings at Tahoe
City, which shall be protected by automatic flagmen,
but Southern Pacific Company was directed to pay
the cost of maintaining said flagmen or wigwag
signals, after their installation.

1927 Auto Registrations

Four states in the Union last year showed
a loss in registrations. The greatest decrease
was indicated in Florida with 10.4 per cent
less registrations than in 1926. The greatest
gain of any section was in the District of
Columbia with 17.5 per cent. The average
increase throughout the country was 5.9 per
cent and California was slightly under this
with 5.5 per cent.

The total registration for the nation last
year was 23,579,002, which is said to be some
80 per cent of all the motor vehicles in the
world.

California leads the country in density of
auto population with approximately two cars
to the family. The Nation's ratio is one car
to the family and there are 7.9 cars per square
mile of country.

24

CALIFORyiA HIGHWAYS AyD PUBLIC WORKS

NEW CONSTRUCTION PROB-
LEMS

(C"ontinued from page 9.)

Tlie eonstnic'tion of desert roads has been
sueeessfiilly solved by ])ayin<i' attention to the
elevations of the road in relation to the desert
surface, pi'ovidins proper width, analyzing the grad-
ing of the materials available for surfacing and lastly,
by the use of a mixture of oil and road materials
which has given a sound, high speed road entirely
satisfactory as a temporary expedient. Provision for
protection against cloud-bui"sts is an important matter.

Studies are continually being carried on to increase
the efficiency of grading operations both in cuts and
fills. A very definite attempt is being made to train
resident engineers to an appreciation of the slopes
which are necessary to use in cuts of different heights
and of different kinds of material. The construction
of fills is receiving more attention, and on any fills
where it is practical to do so, the material is brought
up in lifts and consolidated by tamping rollers.
Drainage structures, especially culverts, have been
the subject of an extensive study during the past
three years, not only as to the type of culverts which
are in use but also as to their design. It is believed
that the studies have brought out many points of
installation which should be given a great deal more
attention. It is very important, for instance, that
all culverts should be installed so that complete
drainage will occur at the end of any period of flow
due to rainfall. Also, great attention must be paid
to the foundations where reinforced concrete culverts
arc installed. It seems desirable that such culverts
should be constructed in sections instead of mono-
lithic throughout, as has been the common practice.

Metal culverts have shown a rather surprising
record of usefulness.

MACADAM

The construction of bituminous macadam has never
been extensively used in state work on original con-
struction, but as a reconstruction and repair material
it has always occupied an important position.

The recent introduction of emulsified asphalts in
this state has led to a revival of interest in the pos-
sibility of using bituminous macadam for the salvag-
ing of old waterbound or gravel roads. It is quite
likely that this method of construction will be the
next step in preservation of the large mileage of oil
roads constructed by the oil mix method.

ASPHALT CONCRETE

The advance in this type of construction has been
along the lines of providing a nonskid surface, a
surface which would not become rough with traffic,
a sui"face which is smoother than has heretofore been
laid, and a construction which could be produced at a
less cost than has heretofore been necessary. Through
changing the mixture by which the amount of asphalt
has been greatly decreased, the amount of fine material
or filler greatly increased and the type of surface
changed, a surface which is nonskid for a considerable
time has been obtained. It is thought that stability
has also been somewhat increased due to the high
dust content of our present roads.

The state has interested itself in the perfection of
a finishing machine for spreading, raking and finishing

this type of surface, and the results have been
extremely successful. Not only are the roads much
smoother than it is possible to obtain through hand
work, but there has been a great saving in material
due to truer cross-sections and a decrease in cost of
laying due to the almost unlimited capacity of the
machine to handle the material brought to it.
Formerly, the spreading operations were limited by
the number of men who could be handled on a nar-
row stretch of road, whereas now it is simply a
question of handling the transportation that brings
the material to the road.

PORTLAND CEMENT CONCRETE

Concrete pavements are under constant study to
standardize and increase the efficiency of the methods
used in their construction. There has been no change
within the last two years in the methods of handling
concrete, but we have made some change in our
methods of handling steel.

Our standard practice at the present time is to
place 2|-inch bars on the margin of our slabs
which are constructed 10 feet in width and divided
at intervals of 60 feet by an expansion joint made of
cork and asphalt. At intervals of 20 feet, dummy
joints are constructed across the pavement to localize-
cracking. Dowels are used across all expansion joints
and transverse reinforcement at the end of each 60-
foot panel. The state uses what is known as the
standard Illinois section of 6-inch thickness at the
center and 9-inch thickness at the edge. This type
of construction has enabled us to secure concrete
pavements practically free from corner breaks. We
have also largely overcome the tendency of pavements
to crack between joints.

Examination of the pavement constructed at Oxnard,
in which experimental lengths of slab were laid to
determine the proper length to prevent cracks,
showed the following results at one year :

2 panels 60' length, 5 cracks, 100% cracked

466 panels 50' length, 112 cracks, 20% cracked

476 panels 25' length, 6 cracks, 1% cracked

744 panels 20' length 0 cracks, 0 cracked

We have made numerous experiments with different
types of processes designed to increase the efficiency
of concrete pavements.

We have used Celite to increase the fluidity of con-
crete ; we have used calcium chloride to supplant
water curing where water is scarce and also to increase-
early strength where necessity demands an early
opening ; we have used the Hunt process of curing
by coating with a water-proofing surface of Trinidad
asphalt ; we have experimented with the Monolite
process by placing the concrete on a water-proofing
layer of tar paper to secure curing through the use
of the water originally introduced in the mixing
process. We have used and probably will use in the
future, numerous other processes and methods which
the proponents claim will be advantageous to various
types of construction.

We feel that it is our duty to be informed first hand
on all improvements or alleged improvements in con-
struction methods. So far, we have found a number-
of these methods have a useful place in construction,
but that their general adoption is entirely unnecessary
on our work.

PERSONNEL

Training of the personnel to handle the construction
work is a matter which requires considerable atten-
tion. Our resident engineers and their assistants are
obtained through the Civil Service but we make it

CAfJroh'MA lIKlflWAYS AAT> J'TJIL/C WOh'hS

our business to supervise the i)Iaciii};' of men wlio seem
destined to rise iu the orjcaniziition.

For some time we have, in periods of stress, phiced
men on jobs in what we call "student positions ;" that
is, they may have been men engaged in other kinds
of engiueeriuff work but are placed under the direction
of an experienced resident engineer for a short time
to learn some particular branch of the work before
being assigned as a more or less independent assist-
ant.

All the work of the Construction Department is
covered by the Construction Manual which is prac-
tically a textbook for the resident and assistant resi-
dent engineers. After they become thoroughly familiar
with the details of the work as outlined in the speci-
fications of the manual, this, with their practical
education in the field, enables them to do satisfactory
work. In many lines of work we have been able to
set up a standard of competition by which men would
be able to .iudge themselves in comparison with other
men engaged on similar work, and this has stimulated
a most health.v spirit among the field employees. They
are made to realize that they are being watched from
headquarters and that those who show particular
fitness will be advanced as rapidly as conditions per-
mit. Tliey are constantly urged to increase their
knowledge b.v study and by the observation of what-
ever work may come up in their district. We often
send them from one district to another to observe
ti new operation so that the construction methods in
various parts of the state may be as uniform as pos-
sible. A rather unusual condition is the fact that
men with college training have not in the past been
particularly attracted to highway work. It is hoped
in the future to make this class of work more
attractive to the college-trained men, as it is my
belief that they are capable on the average of advanc-
ing further than those not so trained.

We have many noncollege men in the organization
who have shown exceptional ability. However, it is
my opinion that with proper coordination of the
college work with the practical experience in highway
construction, a field of endeavor is opened to college
men which will be better for the highways and for
the engineering profession in general.

District En()iueer

Given High Honor

Colonel Jno. II. Skeg'gs. District Engineer,
San Francisco District, was recently lionorecl
by being elected a National Director of The
Society of American ^Military Engineers, for
a three-vear term beginning January, 16,
1928.

The officers of the association are, presi-
dent. Brigadier General Chas. G. Dawes;
A'ice president. Colonel Lytle Brown ; secre-
tary. Captain L. E. Lohr. all residents of
"Washington, D. C.

Nevada is launched on a program of highway con-
struction for 192.S which calls for the expenditure
of .$1,7(11.088. This sum includes Federal aid fnnds,
county funds, state motor vehicle fees and a portion
of a state bond issue. The highway development
program includes the building of 100 miles of new
highway and the reconstruction of an equal amount
of existing roadway.

SANTA ANA RIVER J^ANK

PROTECTION WORK

(Continued from page 10.)

wear is the greatest. The upper width of
fencing came to within 18 inches of the top of
the posts and extended 4 inches below the
ground surface, while the lower width of
fencing extended 42 inches below the ground
surface.

One 58-inch width of Ellwood Type "I"
fencing wa,s fastened along the back row of
posts and extended 10 inches below the
ground surface, with 4 feet above the surface.
This type of fencing has a 2-inch mesh and
is woven with two-strand No. 12| cables and
No. 14 cross wires. The fencing was stretched
tight and securely fastened to the pipe posts
with tie wire.

When all fence wire was in place, the 6-foot
space between the two parallel lines of fence
Avas filled with brush, walnut tree limbs and
rock to weight it down.

At the upstream end of the 2000 lineal feet
of protection work, two wings each 50 feet
long and constructed at an angle to the 2000-
foot line ran back into the river bank and into
a grove of eucalyptus trees. The wings were
constructed the same as the main line of pro-
tection work, one being placed at the end of
the protection work and the second 80 feet
back from the end.

The cost of constructing the bank protec-
tion work per lineal foot is as follows:

Labor (equipment, .supplies, etc.) — •

Setting posts and braces $0,546

Stretching- fence fabric 0.099

Cutting' brusli, hauling and placing O.WZ

Excavate to let fabric into ground and
remove trash and old concrete en-
countered 0.32S

Materials —

3J-inch O.D. galv. posts and braces on job 2.124

PVnce fabric, delivered to jolj 0.3.5.3

Tie wire 0.004

Bolts 0.037

Total cost per lineal foot §3.903

The average cost of driving the 712 posts 13 or more
feet into the ground was $1.44 each, while the average
cost of fitting and bolting the braces in place was
22 cents each.

Pojcdeymcui Killed

On Tuesday, April 24th, Joseph Watson was killed
by explosion of blasting material at a point on the
Kern River Highway about 40 miles east of Bakers-
field. This regrettable accident occurred through
Mr. Watson's elforts to save the store of powder
which Avas menaced by a brush fire which had gotten
beyond control. He was employed as powderman with
a gang engaged in Avideniug the state highway in this
location.

26

CALIFORXIA HIGHWAYS AND PUBLIC WORKS

Picturesque Desert
Highway Employee is
Killed in Accident

Atquaintances and friends of William A. (Bill)
Magee will learn with sorrow of his death near his
beloved Sand Hills on the Yuma road. His death
occurred on April 22d as a result of an automobile
accident which occurred while he was driving to Holt-
ville.

Bill has no known relatives, but his genial patience
and rough and ready ways made many friends for
him among the traveling public. For seven years
he drove a team of horses that helped clear the sand

"Bill" Magree at work.

from the old plank road and towed cars back on the
planks when they wobbled off.

His motoring friends will remember him as the
stalwart highway employee who stood 6 feet 2 inches
in height. Bill never wore a hat. He faced the desert
sand storms and blazing sun bareheaded. His hair
stood vertical on his head and his complexion was that
of tanned leather.

With the completion of the fine wide pavement
across the Sand Hills in 1927, his responsibilities were
lessened, but he was still the same picturesque figure
working along the road. The drifting sand will soon
cover every physical trace of Bill's work, but he has
left a more lasting and permanent mark in the
memory of the motorists he helped.

Granted Time Extension

California Highway Commission has been granted
an extension of time by the Railroad Commission
until June 25, 1928, in which to construct two state
highway crossings under the tracks of the Atchison,
Topeka and Santa Fe Railway Company at Serra,
Orange County.

Two highway planning commissions, one to lay
nut systems for metropolitan areas, the other for
l)hinning rural systems, w(n'c advocated by the Secre-
tary of Agi'iculture, W. M. .Inrdino, in an address,
before the National Automobile Chamber of Com-
merce in New York City.

Watching through clear plate glass with both the
naked eye and the photographic camera, the Bureau of
Standards is experimenting with a specially con-
structed apparatus to determine how and why the
treads of automobile tires wear and the effect of axle-
load and air pressures.

Average Gasoline

Tax in Nation is
3.23 Cents Gallon

Taxes per gallon on gasoline in force January 1,
1928, are outlined in the February issue of Vermont
Progress as follows :

Amount per gallon; states; number of states.

Five cents — Arkansas, Florida, Kentucky, New
Mexico, South Carolina — five states.

Four and one- half cents — Virgina — one state.

Four cents — Alabama, Arizona, Georgia, Idaho,
Maine, Maryland, Mississippi, Nevada, New Hamp-
shire, North Carolina, South Dakota, West Virgina
— twelve states.

Three and one-half cents — Utah — one state.

Three cents — California, Colorado, Delaware,
Indiana, Iowa, Michigan, Montana, Ohio, Oklahoma,
Oregon, Pennsylvania, Tennessee, Vermont, Wyom-
ing— fourteen states.

Two cents — Connecticut, Illinois, Kansas, Louis-
iana, Minnesota, Missouri, Nebraslva, New Jersey,
North Dakota, Rhode Island, Texas, Washington,
Wisconsin, District of Columbia — thirteen states
and the District of Columbia.

Average tax in force in forty-six states, 3.2391
cents.

HOW FAST DO YOU GO?

Here is the distance you travel every second
when you are doing the following number of
miles per hour :

Miles per

Feet per

Miles per

Feet per

hour

second

hour

second

10

___14.66

35

___51.33

15

___22.00

40

___58.66

20

.-_-29.33

45

__-66.00

25

___36.66

50

___73.33

30

.___44.00

Sixty-six feet per second — that is the dis-
tance you are traveling every second if you
are doing forty-five miles.

That is exactly the distance across the road
from fence to fence.

If you have brakes on two wheels only you
can't expect to stop, according to the best
records, short of 187 feet — three times the
distance across the road.

If you have four-wheel brakes you may be
able to stop in 124 feet — twice the distance
across the road.

COLORADO— The famous 18-mile highway sealing
the summit of Pike's Peak has been deeded to the
U. S. Government by the toll company owning it,
with permission to continue private collection of
tolls until 1935.

CALIFORNIA llKllfWAYS Al^D PUBLIC WORKS

27

State Highway Work in the Counties

ALAMEDA COUNTY

The work of grading and reconstructing the state
highway througli Dublin Canyon between Dublin and
Hayward is of much interest to San Francisco and
East Bay people.

Contractors Ariss Knapp Co. of Oakland have been
at work on this section of state highway since last
fall and have made steady rate of progress, weather
conditions permitting.

A visit to the work today will show that a con-
siderable portion of the grading has been completed,
especially the Castro Valley Hill and the Buhner Hill.
These two particular sections were graded and rocked
early last winter in oi'der that the road may be kept
open to one-way or eastbound traffic. The contractors
are at present grading a large line change in the
vicinity of Palomares School and at points near
Canyon Inn. Considerable effort is now being made
toward placing the rock surfacing, especially on the
east end in the vicinity of Dublin where it is planned
that the contractor shall complete the entire road for
traffic and work westerly as fast as possible.

Contractor E. B. Skeels is making rapid progress
on the three bridges within this section of road. The
Hollis Creek Bridge is completed and backfill is now
under way. The structures at Palomares Creek near
Canyon Inn and across Cull Creek near Hayward are
rapidly nearing completion after which it will be
possible to complete the heavy grading work over
these channels.

The Allied Contractors, Inc. of Omaha have com-
pleted their contract for reconstructing 4.36 miles of
state highway from AVarm Springs Junction to
Milpitas. The work consisted of widening the old state
highway with 11 foot by 7 inches Portland cement con-
crete shoulder along the easterly side and resurfacing the
old pavement with asphaltic concrete with an average
of 2 J inches thick at the center line. The total width of
reconstructed pavement is 29 feet. A small portion
of the old road near Milpitas was resurfaced with IJ
inches asphaltic concrete only as it lies in that portion
of the highway where it is planned to make a grade
separation with the Southern Pacific and Western
Pacific Railroad tracks, which improvement it is hoped
can be made in the next taiennium. The reconstruction
is drawing much favorable comment from the travel-
ing public as it is now^ the first section of widened state
highway constructed between Oakland and San Jose
and is a part of a program of widening which will
be carried out in the future as traffic requires. This
section of state highway also was of much interest
to engineers and contractors as the Allied Contractors
used a mechanical finisher in placing the asphaltic con-
crete surface and much experimenting was done in
using this type of machine as a means of obtaining a
higher type of asphaltic surface. The mechanical
finisher for asphaltic concrete surface will in the
future play an important part in this type of pavement.
It has many points in its favor, especially the regula-
tion of quantities to a minimum of over-run and
obtaining a smoother wearing surface over the hand
finishing method.

BUTTE COUNTY

Work is under way for the grading and graveling
of 6.7 miles of road between Butte Creek and the
Cherokee Canal on the Willows-Oroville lateral. The
present roadway is adobe soil, having never been
graveled, and in its present condition is impassable
during the wet season and dusty and rutty during the
summer months. The improvement of this portion of
the road will complete the link between the west
and east side highways. The grading is being done
by state forces, the gravel surfacing to be followed
by contract work later in the year.

COLUSA COUNTY

A contract was let on April 14, 1928, to B. F.
Hilliard for oil processing on 5| miles of road in
Colu.sa County, Freshwater Creek to Williams. The
contract provides for scarifying the existing road
metal and for the application of 1920 barrels of fuel
oil.

CONTRA COSTA COUNTY

Tieslau Bros, have completed the grading and sur-
facing of approaches to Wildcat Creek Bridge near
Richmond in the state highway between Oakland and
the Carquinez Bridge. This short stretch of state
highway has made a marked improvement in align-
ment as it obviated two sharp curves in the old road.

DEL NORTE COUNTY

From south county line to about 3| miles north.
J. E. Johnston, contractor, has been constructing cul-
verts, clearing and grubbing and has commenced grad-
ing work with two steam shovels now in operation.

Between Klamath River and Wilson Creek. Right
of way purchases have been arranged for contracting
grading and surfacing of this section of the Redwood
Highway. Bids are to be opened April 18th.

Between Wilson Creek and Crescent City, work of
widening highway at sharp turns is progressing satis-
factorily and is money well spent.

H. W. Webber Construction Company, were awarded
the contract for surfacing this section of highway
and have started work.

Contract for construction of Smith River bridge
on Redwood Highway will be let during April.

Bids for surfacing and oiling the Redwood High-
way from the Oregon line southerly 35 miles, are to
be opened April 18th.

EL DORADO COUNTY

The construction of 0.49 mile of graded roadbed,
between Shingle Springs and El Dorado was begun
March 14, and is well under way. Nate Lovelace is
the contractor.

Location surveys are under way for work proposed
through the upper American River Canyon, between
Strawberry and Riverton.

FRESNO COUNTY

Several bridges have been built on the old road west
of Coalinga on the Sierra-to-the-Sea Lateral. Mostly
on the locations where old fords existed, which were
impassable during floods. Widening and sti-aightening
is also prgoressing satisfactorily under Foreman O. D.
Gaston and considerable favorable comment is being
received concerning the improvements.

A reconnaissance survey of the Kings River Canyon
in Fresno County is being made by S. A. Cobb.

C ATA FOR MA HIGHWAYS AKD PUBLIC WORKS.

GLENN COUNTY

Conslruction work is now undei" way lor improving-
6.2 miles of road between Orland and Hamilton City.
The work consists of placing corrugated metal pipe
culverts, nad constructing one concrete box culvert,
widening and raising the grade and placing standard
road surfacing mixed with oil. The furnishing and
delivering of unscreened gravel is under contract to
L. CI. Kipp, and the furnishing and delivering of
standard road surfacing is under contract to Force,
Currigan & McLeod. The placing of the culverts
and finishing of the road surface will be done by state
forces.

The road under improvement is a part of the lateral
connecting with Route 3 at Chico and Route 7 at
Orland. commonly known as the Chico-Orland lateral.

HUMBOLDT COUNTY

On the Hauser contract between Orick and the
county line work has been resumed, clearing up slides
caused Ijy winter rains. One shovel is being operated.

On Kngelhart's contract small culvert work has
practically been completed and contractor is preparing
to resume grading and surfacing operations.

The contract for the construction of reinforced con-
crete bridges across Prairie and Lost Man creeks near
Orick was awarded to E. B. Skeel of Roseville, Cali-
fornia.

INYO COUNTY

The contract for grading on new alignment of the
road from Coso Junction to Olancha, has just been
completetl and though as yet unsurfaced, has brought
forth many favorable comments. The new road is
practically straight and 2 4 to 30 feet wide, whereas,
the old road was a series of kinks with undulating
grades conforming to the country and was very
Indirect and narrow.

During June, bids will be received for grading and
oil-treated surfacing from Diaz Lake, three miles south
of Lone Pine to Alabama Gate, about 5.5 miles north
of Lone Pine. Bids will also be received about the
same time for surfacing with oil treatment that por-
tion of the main Owens Valley road from Tinemaha
Dam to a point two miles south of Big Pine, a distance
of al)out seven miles.

During the summer about 33 miles of the main high-
way will be oil-treated by state forces which when
completed will give, with the mileage in the above
contracts, an oiled surface from the top of Sherwin
Hill, in Mono County, to Diaz Lake, a distance of about
84 miles. This improvement will be welcomed by the
local residents and tourists as it will eliminate the very
trying dust nui-sance and corrugated road surface
encountered in the past during the heavy summer
travel.

Request for funds has been approved for widening
and alignment improvements between Big Pine and
Oasis, a much needed improvement in lieu of a
relocation, which is of expensive construction and not
warranted for many years to come.

Preparations are being made for additional office
space at the District Headquarters, occasioned by
organization expansion.

IMPERIAL COUNTY

'Pill- Jahn and Bressi Construction Company have
started work on their new contract on the San Diego-
Kl Centro highw;iy Ijetween El Centro and Seeley.
The work will consist of correcting bad drainage con-
ditions, and widening and resurfacing the existing
pavement. The contract time will not expire until
January 12, 1929 thus allowing sufficient time for
the contractors to lay the asphaltic pavement during
the cooler season.

KERN COUNTY

The state forces have just completed the grading of
portions of the AValker Pass road from Weldon to the
summit of the Walker Pass. Widening and alignment
changes and the installation of culverts now makes this
road a comparatively easy and fast entrance to the
Owens Valley from points in the vicinity of Bakersfield
and, during the time when the northern passes are
closed by snow, from points north of that town.
Especially will this be so, when the section on the
east side of the summit will be graded on new align-
ment to a connection with the main highway near
Freeman, wiiich work has been started by state forces.

A new approach from the north on the main highway
leading into Mojave, will soon be surveyed and when
completed will provide a much better entrance and will
pei'mit the building of the Mojave maintenance yard
which the present highway crosses.

An additional allotment has been provided to con-
tinue the work of widening, being done in the Kern
River Canyon. A power shovel and outfit is making
much-needed improvements on the old county road.

A good deal of favorable comment is being received
on the work being done by day labor on Route 10,
west of Coalinga, the Sierra-to-the-Sea lateral. The
road is being widened, curves eliminated, and bridges
built.

Work in the Kern River Canyon is in progress by
state forces. The road is being straightened and
widened and the drainage system perfected.

LAKE AND COLUSA COUNTIES

Approximately 42J miles of location surveys were
recently completed between Upper Lake in Lake
County, and Williams in Colusa County. The road
located will, when completed, provide an outlet to the
Sacramento Valley and to San Francisco for the
rapidly increasing summer population in the vicinity
of Upper Lake and along the east shore of Clear Lake.
Plans and estimates in connection with this work are
about 75 per cent complete.

LAKE COUNTY

The maintenance forces of District IV have done
wonderful service to Lake County in widening and day-
lighting the existing traveled road from the Napa
County line toward INIiddletown. What previously
was a one-way road is now widened to a two-way
highway. Many of the sharp points have been
removed, curves have been daylighted to permit of
longer vision and a portion of the road surfaced with
local material. In addition to the grading work two
dangerous bridges across St. Helena Creek have been
replaced by timber deck trestles of ample width to
care for the heavy trucking and vehicular traffic over
Route 49.

LOS ANGELES COUNTY

Work is now under way on the reconstruction of
Foothill Boulevard between Monrovia and Azusa. All
buildings, irrigation lines, poles and pipe lines have
been moved in accordance with the plans for the
new highway which provides for a 40-foot asphaltic
concrete pavement with S-foot bituminous macadam
shoulders.

Placing of oil treated crushed stone surfacing on
a 12-mile stretch of the Coast Highway through the
Malibu Ranch is now well under way. All grading
work on this job has been completed.

The construction of a 21-mile pipe line along the
coast from Los Angeles city limits to Nicolas Creek
on the Malibu Ranch has been completed. This line
will furnish water to be used in connection with high-
way construction and maintenance.

CAlJFOh'MA IIK.inVAYS AM) I'lliLlC WOUKff

29

MADERA COUNTY

Tlie Callaluin Construclion Co. arc grading and
setting up an asphalt plant for the resurfacing of a
6-mile section of Route 4, south of Madera, between
Herndon and Areola School. P. L. Wilcox is Resi-
dent Engineer.

The Carl Peterson Company of Fresno were low
bidders for the construction of a bridge at Herndon
over the San Joaquin River on the new location on
thi' west side of the Southern Pacific tracks.

MARIN COUNTY

Bids are now being advertised, to be received May
23d, for reconstructing a portion of the existing state
highway from Ignacio to Gallinas Creek, about 1|
miles north of the city line of San Rafael. Ignacio
is the junction of state higliway routes I and VIII.
The trafhc between Ignacio and San Rafael is very
heavy it being the only througli road available for
traffic in this section of Marin County.

The new improvement will provide a 20-foot second-
story Portland cement concrete pavement with rock
borders and a widened graded roadway.

The portion from Gallinas Creek to San Rafael,
upon which plans are now under preparation, ^vill be
advertised for bids during the coming summer in order
that this work may be continuous and the entire state
highway completed between San Rafael and Ignacio
during the present year.

MARIPOSA COUNTY

The work of widening and straightening on the
Yosemite All-year Highway by the convict crew, has
received an added impulse by the purchase of a
Diesel-powered shovel. Hairpin turns are rapidly
being eliminated on this heavily traveled recreational
road.

A new shovel powered with a Diesel engine has been
purchased by the Equipment Department to continue
the work of widening and line changing on the
Yosemite All-year Highway. This will be assigned to
the convict camp in charge of W. B. Albertson.

MERCED COUNTY

Contractor H. C. Whitty is making good progress
in widening all of the old narrow bridges on the
Golden State Highway through Merced County.

The multiple box culvert recently installed on the
Pacheco Pass Lateral functioned during the spring
floods as evidenced by the attached picture and con-
siderable damage to roadbed, as has occurred in the
past, was avoided.

The contract for resurfacing 6.5 miles of Route 4,
Tharsa to Areola School, has been awarded to the
Callahan Construction Company of Los Angeles. Con-
struction work is to be started at once. P. L. Wilco>
is to be resident engineer on the job.

roads to travel and considerable betterment work will
then be done to make these roads safer for travel.

Two narrow crossings of Rock Creek on the main
road will be widened this summer from 16 feet to
:!0 feet.

The Sherwin Hill Grade, at the southerly end of the
main road, has been resurfaced, and will be oiled
before the heavy summer travel begins, which should
relieve considerably the long strenuous pull up this
four-mile grade.

MONTEREY COUNTY

Preparation for the beginning of convict construc-
tion on the Carmel to San Simeon highway is prac-
tically completed. A large camp has been constructed
just north of Salmon Creek and the first convicts are
expected to arrive at the camp early in April.

In preparation for this construction a new survey
has been run extending for a distance of 7.5 miles
northerly from Salmon Creek, terminus of the present
constructed highway near the southerly boundary of
Monterey County.

A contract has been let to Theo. M. Maine for the
construction of a timber bridge across Salmon Creek.
This bridge will form a portion of the completed high-
way, and will permit easier access both to the camp
and to the entire new construction work than is pos-
sible by the present method of fording the stream.

The various portions of the San Lucas to Coalinga
lateral have been constructed to state highway
standards either by the state or by the counties
concerned, except for the Mustang Grade which crosses
the high ridge separating Peach Tree Valley from
Priest Valley. State forces are now commencing work
on the improvement of this grade. This work will
include the widening of the roadbed to make it safe
for two lines of traffic throughout, and the placing of
sufficient surfacing to make it possible to travel the
road at all times of year.

Contractor Charles W. "Wimmer has recently com-
pleted the reconstruction of 1.9 miles of road immedi-
ately north of Salinas, extending from the northerly
city limits to Santa Rita road. This has been graded
to a wide section and paved with Portland cement
concrete.

A location survey party is at w-ork projecting a new
location for a portion of the highway between Carmel
and Big Sur which will eliminate the long climb that
the present county road makes over Sierra Hill, north
of the Little Sur River. The construction of the road
now being located will serve to make the Big Sur
country much more easily accessible.

NAPA COUNTY

The Mt. St. Helena road or that portion of Route 49
one mile north of Calistoga to the Lake County line,
is being dragged and worked over preparatory to plac-
ing an oil surface on this scenic mountain highway.
District IV maintenance department has a large
oiling program to carry through during the present
spring and early summer at which time it is planned
to oil treat the surface of practically all our water-
bound broken stone roads.

MONO COUNTY

The roads in Mono County for the first time in
several years have been traversible all winter, due to
the comparatively light snowfall. Maintenance crews
are now established in their summer camps and the
main road to Bridgeport and Coleville from Bishop
has been placed in good condition for the summer
travel which is starting already.

A contract for the grading of portions of the main
road from Dogtown to Point Ranch, located about five
miles south of Bridgeport will probably be advertised
earlv this month.

A.S soon as the receding snows will permit, main-
tenance crews will open up the Tioga and Sonora Pass

ORANGE COUNTY

Construction of the link which will connect the
Coast Highway through Huntington Beach and Laguna
with the Los Angeles to San Diego Highway at Serra
is almost complete. Grading work, culverts and two
new under grade crossings of Santa Fe Railroad have
been completed. The placing of the concrete pave-
ment, and the slope paving adjacent to the under pass
crossings is in progi-ess.

Work is in progress by a maintenance crew on the
enlarging by deepening and extension, of a large con-
crete box culvert near Irvine. Traffic will continue to
use the highway while the work is in progress.

CALIFORMA HKlJIWAYS AXD I'UJifJr WORKS

PLACER COUNTY

The work of crushing and stockpiling of material
between Baxters and Shelter House Number 1, which
was suspended during the winter months, has been
resumed and will be completed at an early date.

Preliminary surveys are under way for a re-routing
of Route 37 along the Bear River.

RIVERSIDE COUNTY

The Maintenance Department has recently installed
a set of truck scales along the Los Angeles-Imperial
Valley highway about a mile east of Banning. This
work was done in response to a request by the Divi-
sion of Motor Vehicles wherein it was pointed out
that there were not sufficient weighing facilities for
efficient patrol of the highway. Until the present
time, there were no scales between the San Bernardino-
Riverside County line and Indio. This road carries a
great deal of heavy trucking between Imperial Valley
and Los Angeles. The public as well as a large
majority of the trucking companies will welcome
enforcement of the legal weight limits along this high-
way. Prevention of the ruinous and destructive effect
of improper heavy loads will prolong the usefulness
of the pavement and the saving in meantime will
help finance widening and other improvement.

SACRAMENTO AND PLACER COUNTIES

The contract for constructing 3.1 miles of graded
roadbed and asphalt concrete pavement on the recon-
struction work between Sylvan School and Roseville
was completed March 19, 1928. J. C. Compton was
the contractor.

SAN BERNARDINO COUNTY

Fouthill Boulevard. The first reconstruction project
on the Foothill Boulevard has advanced well toward
completion. The existing 18-foot cement concrete
pavement has been widened and resurfaced with
asphaltic concrete and the contractor's operations are
now confined to miscellaneous grading and shoulder
work. The work has been conducted with the least
jiossible interruption to traffic. The highway has been
closed only during working hours and for the shortest
possible distance at a time.

This project covers the first 9.3 miles west from San
Bernardino. Preparations are being made to let a
second contract to extend the improvement to the San
Bernardino-Los Angeles County line.

Redlands to the Riverside County Line. The recon-
struction of 4.8 miles of the Los Angeles-Imperial
Valley highway is almo.st complete. The existing pave-
ment consisted of approximately one mile of 16-foot
Portland cement concrete and 3.8 miles of oiled
macadam. Under the present project the existing
cement concrete pavement has been redecked and the
oiled macadam surfacing has been torn up and re-
placed with new Portland cement concrete pavement
20 feet wide. The contractor is now constructing
macadam borders using material salvaged from the old
macadam surfacing. Several line and grade changes
were made and the curves were superelevated, thereby
improving the road to meet present day standards.

SAN DIEGO COUNTY

Excellent progress is being made on the recon-
struction of 2 miles of highway between Pine Valley
and Buckman Springs. The present roadway is being
widened and realigned. A new bridge over Cotton-
wood Creek is under construction.

The i-econstruction of the state highway between
I.,a Mesa and the east city limits of San Diego is
Hearing completion. Grading and culvert work has
been completed and the placing of the asphaltic con-
crete surface is in progress. The cost of the work
all of which is under state inspection will be shared
by the county and the state.

SAN JOAQUIN COUNTY

On account of the dry season, District Six is mak-
ing preparations to start at once on an extensive
oiling program throughout the San Joaquin Valley.

SAN LUIS OBISPO COUNTY

A contract has recently been awarded to Mr. J. P.
Collins for the construction of a line change two miles
north of San Luis Obispo, which change will eliminate
three sharp curves and constitute a splendid improve-
ment in the line and grade of this portion of the road.
The construction will involve a major change in the
channel of San Luis Obispo Creek.

The reconstruction of the highway from Pismo to
San Luis Obispo, J. F. Knapp, contractor, has progres-
sed to the point where the majority of the rough
grading is now completed, and paving operations are
about to start. It is planned to divert northbound
traffic over county roads from Pismo to San Luis
Obispo by way of Edna during paving operations.
The diverting of this one line of traffic, combined
with the fact that the contractor has planned to use
an industrial railway for the hauling of his aggre-
gates, will result in very little inconvenience to traffic
durng the paving operations.

A new camp is being constructed for the California
National Guard about four miles northwest of San
Luis Obispo and the Division of Highways has just
let a contract for the construction of 1.6 iniles of road
within the camp area.

A maintenance foreman's cottage is being con-
structed at Shandon where the maintenance station
is located for maintaining the easterly portion of the
Cholame lateral in San Luis Obispo County.

SAN MATEO COUNTY

Contractors Granfield, Farrar and Carlin are making
good progress on their contract covering grading and
the placing of a waterbound broken stone surface on
that portion of the Bayshore Highway from South
San Francisco underpass to Broadway, Burlingame.
The woi'k consists of bringing to subgrade the exist-
ing roadway sui'face over a total width of 60 feet
and the placing of a 40-foot crushed stone surface
8 inches in thickness. The work is progressing satis-
factorily, there being about one-half mile of rock
to be placed at the southerly end near Broadway,
Burlingame.

That portion of tlie road from South San Francisco
to the San Francisco Airport at Mills Station has been
completed. The roadway surface was treated with
two applications of asphaltic oil and screenings by the
maintenance forces of the district. The heavy traffic
to the airport is utilizing this completed portion and
very favorable comment is heard due to the comple-
tion of this road which has been in the public eye
for a number of years.

Bids were received on April 25th for constructing a
new portion of the Bayshore Highway from Broadway
to Fifth street, San Mateo. The low bid submitted
was received from C. W. Wood of Manteca in amount
of $133,370.

The work will consist of grading a G 0-foot roadway
and placing thereon a 40-foot by 8 inches Avaterbound
crushed stone surface. This three-mile section is a
most important link in the Bayshore Highway as its
completion will permit of through traffic from San
Francisco to San Mateo over a new route and will
materially aid traffic ; especially on holidays and
Sundays when the Peninsula Highway is overtaxed.
It is expected the contract will be awarded early this
month to permit of summer construction work.

CALIFORNIA HIGHWAYS AND PUIiUG WORKS.

SAN MATEO, SANTA CLARA AND SANTA
CRUZ COUNTIES

A coiitiact was recently awarded by the Director
of Public Works to Twohy Bros, and J. F. Shea of
Oakland for constructing a portion of the Skyline
Boulevard from La Honda Summit to Saratoga Gap,
a distance of 13.8 miles.

Twohy Bros., bid for this work was $652,238.

The work to be done will be the heaviest grading
work yet encountered on the Skyline Boulevard involv-
ing over 900,000 cubic yards of excavation. Upon the
completed roadway will be placed a 20-foot by 8
inches waterbound crushed stone surface. This
important section of the Skyline Boulevard is a con-
necting link as its completion will permit of through
traffic between San Francisco and Santa Cruz via
Boulder Creek. To date but 33 miles have been con-
structed and opened to traffic between San Francisco
and La Honda Summit and is used only by local
traffic to La Honda.

From a scenic standpoint the completion of this
road will offer to the traveling public one of the most
beautiful highways in California. The completed road
will wind through virgin redwood forests and along
the crest of the San Mateo Mountains from which
wonderful views may be obtained of the Pacific Ocean
and the San Francisco bay region.

There remains approximately 14 miles of the Sky-
line Boulevard upon which no construction has com-
menced. This portion lies along the Castle Gate Ridge
from Sanatoga Gap to Schultheis Pass at Wood-
wardia at a junction with the paved state highway
from Los Gatos to Santa Cruz.

SANTA BARBARA COUNTY

The Santa Maria River, which crosses the highway
just north of the city of Santa Maria, has been the
cause of considerable bridge work at various times
owing to the large volume of water carried by it during
flood and its ability to change its channel. The Bridge
Department completed last year the construction of a
concrete bridge to replace the wooden trestle which
was constructed in 1914 across the new channel formed
by the stream at that time. The older channel is
still spanned by a steel bridge, the wooden approaches
to which have been rapidly deteriorating. Work is
just being completed on replacing the northerly
approach by an embankment surfaced for the present
with waterbound macadam and protected with concrete
slope paving.

Contractor J. F. Collins is just completing the con-
struction of 24 miles of rock borders along the high-
way through the northerly part of Santa Barbara
County extending from Orcutt to Zaca.

TULARE COUNTY

State forces now have two outfits oiling shoulders
along the Golden State Highway in Tulare County.

Automobile fatalities for the 52 weeks ending
December 3d totaled 6969, according to figures just
announced by the U. S. Census Bureau. This is an
increase of three per cent over the 52-week period
last year when 6658 persons were killed by automo-
biles. Figures compiled by the American Motorists
Association show that this year there were 21.1
persons killed per 100,000, against 20.07 per 100,000
killed last year. The figures cover only the 77
largest cities in the United States.

Teacher : "Norman, give me a sentence using the
word 'diadem.' "

Pupil : "People who drive onto the railroad cross-
ing, diadem sight quicker than those who stop, look
and listen." — Georgia Motorist.

County Figures Show
Increase in Motor
Vehicle Registration

The following statement shows the growth in com-
parative motor vehicle registration in the various

counties of California for the years 1914 and 1927 :

Counties 191J, 1927

Alameda 8,449 125,381

Alpine 9 51

Amador 165 2,032

Butte 1,019 13,378

Calaveras 155 1,975

Colusa 425 4,384

Contra Costa 930 21,191

Del Norte 56 1,417

El Dorado 154 2,422

Fresno 4,488 56,360

Glenn 490 4,877

Humboldt 994 13,581

Imperial 1,515 19,593

Inyo 187 2,788

Kern — 2,521 33,903

Kings -_ 870 9,251

Lake 168 2,625

Lassen 181 3,830

Los Angeles 43,099 689,902

Madera 343 5,573

Marin 686 9,499

Mariposa 44 . 1,047

Mendocino 463 7,158

Merced 634 11,689

Modoc 136 1,743

Mono 12 344

Monterey 892 14,737

Napa _-- 687 7,065

Nevada 169 2.919

Orange 3,761 4.3,660

Placer 437 8,419

Plumas 98 1,954

Riverside 2,128 27,345

Sacramento 3,419 42,925

San Benito 328 4,309

San Bernardino 3,198 40,584

San Diego 5,665 66,351

San Francisco 12,081 135,729

San .Joaquin 2,500 35,366

San Luis Obispo 661 9,875

San Mateo 1,258 19,013

Santa Barbara 1,796 -^^'ftl

Santa Clara 3,941 48,885

Santa Cruz 986 13,49^

Shasta — 340 4,803

Sierra — 64 72b

Siskiyou 379 7.92o

Solano 848 11,570

Sonoma „ 1,913 24,011

Stanislaus 1,791 23,505

Sutter 333 5,842

Tehama 428 5,154

Trinity 30 547

Tulare 2,412 28,431

Tuolumne 248 3,079

Ventura 1,410 17,727

Yolo - 798 8,850

Yuba 324 4,751

Totals 123,516 1,736,765

VAI.IFOHMA JIKUfWAY)^ AND rilllAC WORKS

Record of Bids

and Awards

PlVfSIOX OF HIGHWAYS

AMADOR COUXTY — Kiist of Jackson 1.35 miles of
grading. Dist. X, lit. 3 4, Sec. C. Engineer's Est.
$6,493. Bids opened May 3d as follows: G. D. Con-
toules, San Francisco, $7,160; G. E. Finnell, Sacra-
mento, $6,953.50. Contract awarded to G. E. PMnnell.

COLUSA COUNTY — Between one-half mile of
Freshwater Creek and Williams, 5.5 miles of existing
crushed gravel surfacing to be treated with oil road
mix. Dist. Ill, Rt. 15, Sec. B. Engineer's Est.
$6,284.63. Bids opened April 11th as follows: J. C.
Compton, Roseville, $12,015 ; A Teichert & Son, Sacra-
mento, $6,805; J. F. Collins, Stockton, $8,017; E. R.
Hilliard, Sacramento, $6,542.50; Geo. E. Finnell,
Sacramento, $7,050 ; M. J. Bevanda, Stockton, $7,758 ;
C. W. Wood, Stockton, $8,250. Contract awarded to
E. F. Hilliard for $6,542.50.

DEL. NORTE COUNTY — A steel cantilever bridge
across Smith River about 8 miles east of Crescent
City. Dist. I, Rt. 1, Sec. C. Engineer's Est, $159,799.
Bids opened April 4th as follows : R. Johnson, Glen-
dale, $195,815 ; J. J. Badrann, Portland, Oregon,
$175,534 ; Jas. S. Hickey, Portland, Oregon, $179,863 ;
Parker-Schram Co., Portland, Oregon, $170,479 ;
Mercer-Fraser Co., Eureka, $206,042 ; Holdener Con-
struction Co., Sacramento, $197,173. Contract awarded
to Parker-Schram Co., for $170,479.

DEL NORTE COUNTY — Between California-Oregon
line and 0.7 mile south, distance to be graded and
surfaced witli crushed gravel or stone. Dist. I, Rt.
1, Sec. B. Engineer's Est. $16,357.75. Bids opened
May 16th as follows: Holdener Const. Co., Sacra-
mento, $14,818.75; Smith Bros., Eureka, $17,806.75;
Washburn & Hall, Portland, $15,864 ; J. T. Logan,
Grants Pass, $17,476.50; John R. Hill, Harbor, Ore.,
$13,821. Contract awarded to John R. Hill.

DEL NORTE COUNTY — Between Crescent City
and 0.7 of a mile south of the Oregon line, 21.6 miles
of surfacing with crushed gravel or stone. Dist. I,
Rt. 1, Sec. A-B. Engineer's Est. $61,800. Bids
opened May 16th as follows: Holdener Const. Co.,
Sacramento, $46,486.10; Smith Bros., Eureka, $71,-
176.80; Washburn & Hall, Portland, $67,502.80; Wi-en
& Greenough, Portland, $59,897.50 ; J. T. Logan,
Grants Pass, $74,350; Webber Const. Co., Ci'escent
City, $57,219 ; William C. Elsemore, Eureka, $57,790.
Contract awared to Holdener Construction Co. for
$46,486.10.

DEL NORTE COUNTY — Between Smith River and
the Oregon line, 35.3 miles of surfacing with crushed
gi-avel or stone oil treated. Dist. I, Rt. 1, Sec.
C-D-E. Engineer's Est. $169,990.50. Bids opened
May 16th as follows: Holdener Const. Co., Sacramento,
$158,401.50 ; Kaiser Paving Co., Oakland, $191,146 ;
Guy F. Pyle, Eugene, Ore., $190,875.50. Contract
awarded to Holdener Const. Co.

DEL NORTE COUNTY — Between Klamath River
and Wilson Creek about 7.3 miles to be graded and
surfaced with crushed gravel or stone, and construc-
tion of four timber bridges. Dist. I, Rt. 1, Sec. A.
Engineer's Est. $278,281. Bids opened April 18th as
follows: Holdener Const. Co., Sacramento, $316,308;
J. E. John.ston, Stockton, $271,642 ; Henry J. Kaiser,
Oakland, $282,071; Wm. Von der Hellen & Co., Med-
ford, Oregon, $260,257 ; S. H. Palmer Co., San Fran-
cisco, $288,397 ; Mercer-Fraser Co., Eureka, $342,245.
Contract awarded to J. E. Johnston for $271,642.

EL DORADO COUNTY — Between Eagle Falls and
Meek's Bay, 3.3 miles to be graded. Dist. Ill, Rt. 38,
Sec. B. C. Engineer's Est. $59,583.50. Bids opened
May 2d as follows : Nate Lovelace, Oakland,
$51,551.50; Tieslau Bros., Berkeley, $51,975.50; Holde-
ner Const. Co., Sacramento, $53,214.90; G. D. Con-
toules, San Francisco, $35,663.30. Contract awarded
to Contoules.

EL DORADO COUNTY — Between Fresh Pond and

5 mile east of Riverton, 6.2 miles in length, crushed
gravel or stone to be produced and stockpiled. Dist.
Ill, Rt. 11, Sec. F&G. Engineer's Est. $17,500. Bids
opened April 25th as follows: A. Teichert & Son, Inc.,
Sacramento, $25,200 ; Harold Smith, St. Helena,
$16,030 ; Immel & Seidel, Berkeley, $18,900 ; Monfort

6 Armstrong, Sacramento, $18,130 ; C. A. Failing, Tres
Pinos, $22,400; C. W. Wood, Stockton, $23,800;
Tieslau Bros., Berkeley, $20,580; Hemstreet & Bell,
Marysville, $21,000. Contract awarded to Harold
Smith of St. Helena for $16,030.

FRESNO AND MADERA COUNTIES — Bridge
across San Joaquin River (Herndon Bridge) 1 mile
north of Herndon. Dist. VI, Rt. 4, Sec. C&A.
Engineer's Est. $206,052. Bids opened April 18th as
follows: Keller-Gist, Inc., Los Angeles, $218,456; M.
B. McGowan, San Francisco, $207,959 ; R. E. Mieth,
Portland, $195,516 ; Ben C. Gerwick, Inc., San Fran-
cisco, $222,142 ; Butte Const. Co., San Francisco,
$198,767; Carl H. Peterson, Fresno, $188,734; A. W.
Kitchen, San Francisco, $218,063 ; Rocca & Caletti,
San B>ancisco, $229,617 ; C. B. Green & L. Woi-el, Los
Angeles, $218,262 ; Chas. & F. W. Steffgen, San Diego,
$198,183 ; Holdener Const. Co., Sacramento, $214,-
136.35 ; J. F. Knapp, Stockton, $207,634. Contract
awarded to Carl H. Peterson of Fresno for $188,734.

GLENN COUNTY— Through Orland, grading and
Portland cement concrete paving 1.1 miles. Dist.
Ill, Rt. 7. Sec. C. Engineer's E.st. $34,824. Bids
opened May 9th as follows : M. J. Bevanda, Stockton,
$39,316 ; C. W. Wood, Stockton, $36,091. Contract
awarded to C. W. Wood.

HUMBOLDT AND MENDOCINO COUNTIES —
Furnishing crushed gravel or stone, graded, in desig-
nated stock piles on state highway between Myers
and Lavtonville. Dist. I, Rt. 1. Sec. J-K. Engineer's
Est. $13,530. Bids opened May 24th as follows:
Smith Bros. Co. of Eureka, $13,860; Tieslau Bros.,
Berkeley, $14,784; Wm. C. Elsemore, Eureka, $15,510.
Contract awarded to Smith Bros. Company.

INYO COUNTY — Between Diaz Lake and Alabama
Gate, 8.5 miles of grading and surfacing with crushed
gravel or stone, oil treated. Dist. IX, Rt. 2 3, Sec. L.
Engineer's Est. $87,187.20. Bids opened May 31st as
follows: Tieslau Bros., Berkeley, $84,478.50; M.
Blumenkranz, Los Angeles, $97,142.40; Nighbert-
Carnahan, Bakersfield, $93,873.60; Southwest Paving
Co., Los Angeles, $79,112.90 ; G. E. Finnell, Sacra-
mento. $80,770.30; Geo. French. Jr.. Stockton, $99,-
020.50. Contract awarded to Southwest Paving Com-
pany.

INYO COUNTY — Between Tinnemaha Dam and Big
Pine, 6.8 miles surfaced with oil-treated crushed gravel
or stone. Dist. IX, Rt. 23, Sec. B-C. Engineer's Est.
$42,120. Bids opened May 31st as follows: Tieslau
Bros., Berkeley, $42,875 ; M. Blumenkrantz, $47,485 ;
Nighbert-Carnahan Co., Bakersfield, $49,855 ; Harry
Wilson, $34,640 ; Southwest Paving Co., Los Angeles,
$37,040; Montfort & Armstrong, Sacramento, $32,-
809.50 ; Geo. French, Jr., $44,304. Contract awared
to Montfort & Armstrong.

LOS ANGELES COUNTY — Between Monrovia and
Azusa, 3.5 miles to be graded and paved with asphalt
concrete. Dist. VII, Rt. 9, Sec. G. Engineer's Est.
$189,779. Bids opened April 11th as follows: Gibbons
& Reed Co., Burbank, $150,615; Geo. H. Oswald, Los
Angeles, $165,938; George R. Curtis Paving Co., Los
Angeles, $170,821 ; .lahn & Bressi Con.st. Co., Los
Angeles, $208,202 ; Ed. .lohnson & Sons, Los Angeles,
$170,248 ; Hall-.Tohnson Co., Alhambra, $160,711 ;
Griffith Co., Los Angeles, $163,756 ; C. B. Osborn,
Pa.sadena, $154,159. Contract awarded to Gibbons &
Reed for $150,615.

LOS ANGELES COUNTY — Between Arroyo Sequit
and Los Alisos Creek, 1.5 miles to be graded. Dist.
VII, Rt. 60, Sec. A. Engineer's Est. $63,791.50. Bids
opened Aiiril 18th as follows: Jahn & Bressi, Los
Angeles, $53,833; Roche-Axman Co., Glendale, $59,087 ;
McCrav Co., Los Angeles, $66,955 ; S. J. Hales, Santa
Ana, $46,717 ; G. L. Ritchey, Los Angeles, $58,609 :
Kuhn-Lang Co., Los Angeles, $66,733 ; C. G. Willis &
Sons, Inc., Los Angeles, $81,944 ; Geo. J. Bock, Los
Angeles, $57,833; .Tames Martin, Los Angeles, $73,992;
Sander Pearson, Los Angeles, $63,222 ; Francisco &
Ellington, Inc., Los Angeles, $58,793 ; Matt S. Ross,
Los Angeles, $63,510 ; Grunwald & Tudor, Los Angeles,
$63,687; S. W. Gleim, Los Angeles, $49,231; Geo.
Mitchell Co., Huntington Park, $70,636; John J. Dann,
Portland, $64,848 ; Bert Calvert, Los Angeles, $61,512 ;
Fred W. Nighbert, Bakersfield, $57,332. Contract
awarded to Lewis Construction Co. for $44,652.

CALIFORNIA IIiailWAYS AND PUBLIC WORKS

LOS ANGELES COUNTY — Bridge across Santa Anita
Wash at Arcadia. Dist. "VII, Rt. 0, Sec. E. Engineer's
Est. $34,193. Bids oiiened April 25th as follows:
J. C. Butler, Los Angeles, $2(),G01 ; Engstrum Const.
Co., Los Angeles, $21,()()9; Ross Const. Co., Los
Angeles, $24,705 ; Franklin B. Gridley, Pasadena,
$26,220; Paul M. White, Santa Monica, $32,450;
Byerts & Dunn, Los Angeles, $30,000 ; Whipple &
Secord, Los Angeles, $24,(;(;i ; H. C.. Klusinan, $30,511;
Geo. Mitchell, Huntington Park, $3S,S92 ; Ignace P.
Lipp, Hollywood, $28,345 ; Geo. J. Ulrich Const. Co.,
Modesto, $27,157 ; Sidney Smith, Contractor, Los
Angeles, $30,967 ; W. M. Ledl>etter & Co., Los Angeles,
$31,216; Keller-Gist, Inc., $26,545. Contract awarded
to W'hipple & Secord for $24,661.

MARIN COUxVTY — Between Ignacio and Gallinas
Creek, 4.9 miles to be graded and paved with Port-
land cement concrete. Dist. IV, Rt. 1, Sec. A.
Engineer's Est. $241,405. Bids opened May 23d as
follows: C. W. Wood, Stockton, $237,054; Kaiser Pav-
ing Co., Oakland, $279,718.70; J. V. tJalbraith, Peta-
luma, $242,062.50 ; Hanrahan Co., San Francisco,
$215,662. Contract awarded to Hanrahan Co.

MONTEREY COUNTY — Between the easterly
boundary and Camphora, (portions) 5 miles to be
surfaced with bituminous macadam. Dist. V, Rt. 2,
Sec. AB&C. Engineer's Est. $33,380. Granite Const.
Co., Watsonville, $32,643 ; Fred W. Nighbert, Bakers-
field, $31,940. Contract awarded to Fred W. Nighbert.

ORANGE COUNTY — From Galivan to 1 mile north,
0.9 mile grading and oil treated crushed gravel or
stone surfacing. Dist. VII, Rt. 2, Sec. B. Engineer's
Est. $50,113.20. Bids opened May 16th as follows:
Dimmitt & Taylor, Los Angeles, $63,012 ; Bert Cal-
vert, Los Angeles, $44,899.50; Watson & Sutton, San
Diego, $52,553.70 ; Kuhn-Lang Co., Los Angeles, $61,-
889.70; E. J. Davis, Venice, $56,913.40; C. G. Willis &
Sons, Inc., Los Angeles, $63,737.90 ; M. Blumenkranz,
Los Angeles, $61,736 ; Mathews Construction Co.,
Sacramento, $60,530 ; Jahn & Bressi, Los Angeles,
$59,352.60 ; Steele Finley, Santa Ana, $53,751 ; George
J. Bock, Los Angeles, $52,812. Contract awarded to
Bert Calvert.

PLUMAS COUNTY — Grading and surfacing 6.2
miles from western boundary to 2i miles southwest
of Chester. Dist. II, Rt. 29, Sec. A. Engineer's Est.
$106,905.20. Bids opened May 9th as follows: C. T.
Malcom, Walnut Creek, $133,428.40 ; Holdener Con-
struction Co., Sacramento, $118,283.70 ; Kaiser Paving
Oakland, $120,838.25 ; Chas. Harlowe, Jr., Oakland,
$101,694.70; Nate Lovelace, Oakland, $108,466.60.
Contract awarded to Chas. Harlowe, Jr., $101,694.70.

PLUMAS COUNTY — Two reinforced concrete girder
Ijridges across Rock Creek and Bailey Creek. Dist.
II, Rt. 29, Sec. A. Engineer's Est. $13,529. Bids
opened April 18th as follows : James R. Head, Chico,
$13,822 ; M. A. Jenkins, Sacramento, $12,291 ; Holdener
Const. Co., Sacramento, $14,832 ; C. F. Herziger, San
Francisco, $9,986; R. B. McKenzie, Gerber, $13,865;
Coolidge & Scott, Minden, Nevada, $13,429 ; J. P. Bren-
nan. Redding, $12,034 ; C. B. Glendenning, Los Molinos,
$12,304. Contract awarded to C. F. Herziger for
$9,986.

PLUMAS AND LASSEN COUNTIES — Between
Chester and Devils Corral, 12.4 miles of surfacing
with crushed gravel or stone. Dist. II, Rt. 29, Sec.
A-B. Engineer's Est. $38,225. Bids opened May 16th
as follows: Tieslau Bros., Berkeley, $36,903; C. A.
Failing, Tres Pines, $31,900; Montford & Armstrong,
Sacramento, $31,773 ; E. B. Bishop, Sacramento,
$2 8,825. Contract awarded to E. B. Bishop.

SACRAMENTO COUNTY — Five reinforced concrete
girder bridges on line change between Gait and Arno.
Dist. X, Rt. 4, Sec. A. Engineer's Est. $50,403. Bids
opened ^Nlav ICth as follows: George J. Ulrich, Jr.,
Modesto, $39,425.50; E. B. iSkells, Roseville, $48,837;
P. F. Bender, North Sacramento, $50,913.75; Holdener
Const. Co., Sacramento, $46,661.20; Immel & Seidel,
Berkeley, $46,349.75 ; Nelson Bros., Escalon, $49,-
917.75; M. A. Jenkins, Sacramento, $48,990.50;
Frederick.son Bros., Stockton, $51,734.50; McDonald
& Maggiora, Sausalito, $54,873.50. Contract awarded
to George J. Ulrich, Jr.

SAN BERNARDINO COUNTY — Between San Ber-
nardino and Redlands, constructing a timber bridge
across San Timoteo Creek. Dist. VIII, Rt. 26, Sec.
A. Engineer's Est. $3,079. Bids opened May 29th
as follows: E. G. Perham, Los Angeles, $3,416.42; L.
Worel. Alhambra, $3,498.05; P. W. Kranz, Los
Angeles, $5,017 ; R. John.son, Glendale, $4,036 ; Merce-
reau Bridge & Const. Co., Los Angeles, $3,900 ; Wm.

M. Ledbetter, Los Angeles, $3,497. Contract awarded
to 10. G. Perhtim.

SAN JOAQUIN COUNTY — Removal present timber
approaches and dolphins and construction of new
timber apprf)aches tf) drawbridge. Dist. X, Rt. 53,
Sec. A. Engineer's Est. $13,860. Bids opened May
14th as follows: M. A. Jenkins, Sacramento, $11,321;
B. C. (Jerwick, Inc., San Francisco, $11,224. Contract
awarded to B. C. Gerwick.

S-\N LUIS OBISPO COUNTY — Reinfoi'ced concrete
bridge across S. L. O. Creek. Dist. V, Rt. 2, Sec. E.
Engineer's Est. $34,868. Bids opened May 9th as fol-
lows: Paul M. White, Santa Monica, $36,172.75; C. C.
Gildersleeve, Pittsburg, $34,999.90; R. B. McKenzie,
Gerl)er, $34,089 ; Holdener Const. Co., Sacramento,
$36,555 ; J. C. Butler, Los Angeles, $33,585 ; Chas. and
F. W. Steffgen, San Diego, $29,427.50; A. W. Kitchen,
San Bernardino, $34,326.14; Frederickson & Wat.son
Construction Co., Oakland, $39,324; Bent Bros,, Inc.,
Los Angeles, $36,930 ; Theo. M. Maino, San Luis
Obispo, $34,497.55. Contract awarded to Chas. and
F. W. Steffgen, $29,427.50.

SAN MATEO COUNTY — Between La Honda road
and Saratoga Gap, 13.8 miles to be graded and sur-
faced with cru.shed gravel or stone. Dist. IV, Rt. 55,
Sec D E. & A. Engineer's Est. $747,967. Bids
opened April 11th as follows: Twohy Bros Company
and J F. Shea Co., of Oakland, $652,238 ; A. Guthrie
& Co. Inc., Portland, Oregon, $892,745 ; Wren & Green-
ough Portland, $844,584; D. McDonald, Sacramento,
$84 7 738; Bechtel & Kaiser Rock Co., San Francisco,
$774 323; W. H. Rohl Co., Los Angeles, $678,116; The
Utah Construction Co., San Francisco, $675,067 ; Marsh
Bros. & Gardenier, Inc., San Francisco, $772,786; J.
F Knapp, Stockton, $651,381 ; D. A. Foley Construc-
tion Co., Los Angeles, $1,083,728; George Pollock Co.,
Sacramento, $893,222. Contract awarded to Twohy
Bro-s. Co. & J. F. Shea Co. of Oakland for $652,238.

SAN MATEO COUNTY — -Between Broadway Station
and 5th avenue, 3 miles to be graded and surfaced
with crushed stone. Dist. IV, Rt. 68, Sec. B-C.
Engineer's Est. $169,032. Bids opened April 25th as
follows: Granfleld, Farrar and Carlin, San Francisco,
$134,726 ; Crescent & Grading Co., San Francisco,
$178 649 ; J. P. Holland, Inc., San Francisco, $181,029 ;
Stanley Const. Co., Palo Alto, $134,444 ; C. W. Wood,
Stockton, $133,370 ; J. F. Collins, Stockton, $144,605 ;
Granite Const. Co., Watsonville, $133,974. Contract
awarded to C. W. Wood of Stockton for $133,370.

SHASTA COUNTY — Across Boulder Creek, rein-
forced concrete bridge. Dist. II, Rt. 3, Sec. D.
Engineer's Est. $17,532. Bids opened April 11th as
follows: R. B. McKenzie, Gerber, $20,790; Noble Bros.,
San Jose, $17,960 ; H. C. Whitty, Sanger, $19,985 ;
George I. Warren, San Francisco, $19,905 ; A. Young,
Yreka, $202,250; R. Johnson, Glendale, $18,525; J. P.
Brennan, Redding, $18,275 ; E. B. Skeels, Roseville,
$18,620 ; Holdener Const. Co., Sacramento, $18,740 ;
Kern & Kibbe, Portland, $138,095. Contract awarded
to Noble Bros, of San Jose for $17,960.

SHASTA COUNTY — Between Conant and northerly
boundary. 6.3 miles to be graded and surfaced with
crushed gravel or stone. Dist. II, Rt. 3, Sec. D,
Engineer's Est. $270,649.90. Bids opened April 11th
as follows: R. Johnson, Glendale, $262,365.80; S. H.
Palmer Co., San Francisco, $301,653 ; Parker-Schram
Co., Portland, $279,011 ; Nevada Const. Co., Fallon,
Nevada, $305,565 ; Geo. Mitchell Co., Huntington Park,
$333,271; J. T. Logan, Medford, Oregon, $278,644; C.
W. Wood, Stockton, $278,405 ; Holdener Const. Co.,
Sacramento, $273,009 ; Kern & Kibbe, Portland,
$283,133. Contract awarded to R. Johnson for $262,365.

SHASTA COUNTY — Between Montgomery Creek
and 2 miles west of Burney, 17 miles to be surfaced
with crushed gravel or stone. Dist. II, Rt. 28, Sec. C.
Engineer's Est. $47,375. Bids opened May 2d as fol-
lows: A. Milne of Portland, Ore., $33,750: Chas. Har-
lowe, Jr., Oakland, $49,000: J. P. Brennan, Redding,
$38,387.50; Wren & Greenough, Portland, $46,600; E.
B. Bishop, Sacramento, $44,200; J. F. Collins, Stockton,
$41,850 ; Tieslau Bros., Berkeley, $47,450. Contract
awarded to A. Milne for $33,750.

YOLO COUNTY — Between Yolo Causeway and IJ
miles east, 1.5 miles grading and rock borders, oil
treated. Dist. X, Rt. 6, Sec. C. Engineer's Est.
$23,077. Bids opened May 31st as follows: C. T. Mal-
com, Walnut Creek, $22,126; Larsen Bros., Sonoma,
$16,462.50 ; D. McDonald, Sacramento, $14,252.50 ;
^Mathews Const. Co., Sacramento, $17,371 ; A. Teichert
& Son, Inc., Sacramento, $18,203. Contract awarded
to D. McDonald for $14,252.50.

Seattle Public L\wm

^ u

an* Public Worlds

Official Journal of the Division of Highways
Departmcnr of Public 'VorKs

State of California

'^jiU.'Jx^

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<^«S '?S(S«(B»8M»'«a»SSf>

JULY-AUGUST
1926

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Table of Contents

Page

Bridges on California State Highways — By

C. E. Andrciv, Bridge Engineer 2

Traffic Control and Highway Efficiency — By

C. S. Pope, Constriietion Engineer 4

The Distrilnition of State Highway Money —
By B. B. Meelx, Dire ef or of the Department
of PiiJjJic WorJxS 5

The July Traffic Count— i5// T. H. Dennis, Main-

tenanee Engineer 7

Maintaining the State Highways — By W. A.

Smith, Assistant Maintenanee Engineer 9

Protecting the Traffic Line 10

Warns of Impostor's Activity 32

Congress Adds Over Six Million Dollars to Cali-
Fornia Highway Building Fund — By T. E.
Stanton, Assistant State Highway Engineer 11

Editorials — California Highway Eights of Way
Kept Free Frmn Bill Boards — Memorial
Opportunity See n In the Elimination
of Grade Crossings — Tribute to Bo a d
Builders 12-13

Memorial Marker Dedicated 13

West End of Yolo Causeway Lowered 14

Highways May Serve to Halt Fires 15

The Division of State Highways ; Its Powers and

Responsibilities 16

Gasoline Taxes Show Increase 17

Wayside Refreshment Stand Campaign 20

State Highway Work in Counties 27

Record of Bids and Awards 32

Property ot

le Public Library

Bridges

CALIFOKXIA HIGHWAYS AXD PUBLIC WORKS

Bridges on California State Highways

By C. E. Andrew^ Bridge Engineer.

C. E. Andrew.

IT 1IA8 once been said that no objects in
America more greatly mar the landscape
tlian the bridges, and none in Europe are
more attractive. This perhaps was true of a
great portion of the older bridges constructed
in America, particularly so of railroad
bridges. The condition can be attributed

largely to the fol-
lowing causes :

Lack of artistic
training in engi-
neers, limited re-
sources, competition
and liaste in con-
struction, undesir-
able or unsymmetri-
cal location, inade-
((uate materials, ab-
sence of state or mu-
nicipal supervision.
It is gratifjdng,
indeed, t o know
that the age which
designed for strength alone is past, and the
principal hindrances, as above mentioned, no
longer stand in the way of building, in
America, bridges that are most attractive and
at the same time most adequate. In fact, an
era of higher ideals in bridge designing has
been assured in creating the necessity of hav-
ing si)ecialized and well trained men to do
this work.

CALIFORNIA PROBLEMS

As to the general bridge situation in Cali-
fornia, the problems confronting the Depart-
ment are of rather vast proportions. As
mentioned previously a large percentage of
bridges now existing on our highways were
built by the counties. As time passed these
structures were gradually taken over by the
state until in 192-5 ])ractically all of those
which were of acceptable design were taken
over for maintenance. Tlie enormous increase
in traffic both as to volume and weight, of
which you are all aware, has very greatly com-
]ilicated the general bridge situation.

]\rany, in fact the larger per cent of the
bridges built by the counties were for much
lighter loading than is now considered ade-
quate. The roadways are necessarily much
too narrow for the vastly increased traffic
volume. The alignment in many cases is
danpei-ous. These statements are not in any

way made as a criticism on past practices.
Not only California but every state in the
Ihiion has done likcAvise and nearly all are
confronted by the same problem.

Engineers generally could not foresee the
efl'ect that the automobile would have. Nor
did they have the money to provide for the
increasing requirements even though some
might have been able to predict the future.
In many cases, then as well as now, it was,
and is, economy to build not too far into the
future if in so doing it is necessai-y to invest
too large an amount of money.

FUTURE DEVELOPMENTS

We must all admit that even though we
have in the last ten or fifteen years experi-
enced the greatest transformation in the traffic
requirements in history, it is still conceivable
that still greater developments will occur.

The fact remains that we now have the
large number of light, narrow and poorly
aligned bridges and one of our hardest prob-
lems is to decide whether we should widen and
strengthen our existing structures accepting
a certain amount of overstress and its attend-
ant inferiority or entirely remove or relocate
and build new structures Avhich will ade-
quately take care of present and future traffip
as we are able to predict it.

THE FLOOD PROBLEM

AVe find that often the problems of what
to do about the present structures is much
harder to solve than the design and construc-
tion of an entirely new structure. The bridges
are widely distributed over more than 6000
miles of state highway in all conceivable sorts
of climate and conditions. Foundations in-
volve the worse and best conditions from solid
rock to silt 200 and more feet deep. On many
streams it is hardly conceivable to one unin-
formed why a bridge 2000 feet long should be
si^anning nothing but sand or brush, and
sometimes it is hard for an engineer to con-
vince himself that it should remain so. Floods,
however, become very convincing if one waits
long enough.

It is probable that no other state has
localities which are subject to more erratic
or unexj^ected floods, all of Avhich tend to
complicate the bridge question.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Tliero now exists on the state liig'lnvay
system between 1500 and 1600 bridges of over
20-foot spans. Almost all types of structure
are among these as well as almost any degree
of ])liysieal condition. Their combined length
is ajjproximately -1-2 miles and their combined
cost aproximately $30,000,000.

BRHKiES FROM THE LAYMAN 's VIEW

It is, perhai)s, safe to say that the strongest
appeal modern liighAvay bridge engineering
lias for laymen comes from the bold, spectacu-
lar structures which the scenic highway routes
have made possible, and of which routes Cali-
fornia has lier due share. The more rugged
and mountanious the country is, the more
often such oi)portunity is presented and eco-
nomically justified for constructing an
attractive bridge. Against ill adopted struc-
tures in alignment and unsightly in appear-
ance, i^erhaps constructed at an early date,
and located in sections of the country which
have little charm, suggest slight a])peal of the
])rofession to the layman, and only impress
him with a feeling that a touch of a trained
liand or service of a specialist is required in
tlie fitting of a bridge to the needs of a
liighAvay.

]1RIDGE3 FRO:\I THE ENGINEER'S VIEW

Bridges and their construction appeal to
engineers on account of the many engineering
])roblems involved.

First and foremost is the problem of financ-
ing. Will a slight change in alignment giv-
ing a better but more expensive bridge be
justified, and how wide should a bridge be
constructed to take care of the heavy increas-
ing traffic, are (piestions to be answered.

Tlie investigation of foundation conditions
is vci-y im])ortant in order that the proper
and best adapted materials will be selected
for a bridge at any given location. The inves-
tigation of founrlations should be so thorough
that no change in type of foundation should
be i'e(|uii-ed after construction is under way.
Ill selecting type of bridge, and kind of
materials, it is im])ortant to take into con-
sideration the climatic conditions in order
that the structure will have a long life and
will require a minimum amount of repairs
and upkeep.

Investigation of the amount of o])ening for
this waterway to i)rovide unobstructed flow
requires that a careful study be made as to
the area of the water shed, the amount and
rai)idity of run-off. Structures built to offer
obstructions to flow during extreme high water
often cause scouring of channel that en-
dangers the structure or api)roach roads.

Traffic Control and
Highway Efficiency

Bij C. S. I'OPK, Cnn.structioii Engineer.

A TEN-FOOT heavv traffic lane costs from
$1 .").()(){) to $20,600 per mile to build,
and the interest charge at Ah per cent is
from $67o to $900 per year for the mile.

If traffic is efficiently controlled and the full-
est use made of each lane, it may be possible
to do with three lanes what
might require four lanes
under poor control. If one
traffic officer can handle
only five miles of road, he
can be paid $800 per
month to handle traffic so
efficiently that the con-
struction of an extra lane
for traffic may not be nec-
essary.

Traffic control is there-
fore so closely bound up
with economical highway design that the
utmost cooperation between the traffic control
department of a state and its highway organ-
ization is most necessary.

The Peninsula Highway is a case in point.
It would be an interesting study to compare
the traffic delivery on this road as at present
operated with fast and slow lanes for traffic
as against a strict control of traffic under
which all vehicles are required'to keep to the
right at all times and to immediately turn
into the right hand lane after passing a slower
A'ehicle.

Studies in traffic control may show that
the benefits to be derived from wider high-
ways, expensive grade separations at cross
roads or railroads may be secured more eco-
nomically by a more drastic use of the i)olice
powers of the state, or the installation of
gates or crossing men.

C. S. POPE

In selecting the kind of material a bridge
is to be built of, concrete, steel, timber,
treated or untreated, etc., it is important that
no oversight is made in figuring the cost of
raw material at its source, cost of transjior-
tation, cost of erection, ])aintiiig, fiiiisliing and
U]ikeep.

Records showing life of bridges, with cost
of u])kee]), are important so that the type of
bridges built from year to year wall give a
maximum value for the money invested.

Complete ]ilans and specifications that will
insure against extra work being re(iuire.l

(Continued on page 18.)

CALIFORNIA HIGHWAYS AND PUBLIC

Si

Pro^gn-*,

^^^^^^^^^^^^ Pt/6//c /,Vj;

The Distribution of State Highway Moneys

By B. B. Meek, Director of the State Department of Public Works.

THE MANNER in which California col-
lects the fnnds by which its state
hi<i-liway is being constructed and main-
tained is familiar to the p'reat majority of the
l)eoi)le of this state. The laws and policies,
liowever, that govern the distribution of this
money are perhaps not so well knoAvn.

Briefly, one may summarize the general
sources of state highway income as follows :

Taxes on gasoline, including the tM^o-cent
;ind one-cent tax.

Taxation imposed on highway transporta-
tion companies.

Registration of motor vehicles.

Federal aid.

Gifts and contributions.

The grand total of all such income for the
biennium of 1927-1929, as
near as it can be estimated,
will be approximatelv $50,-
000,000.

The distribution of this
money is determined by cer-
tain very definite legal re-
(juirements a n d economic
facts. For the purpose of
clarity, these may be consid-
ered separately. The legal
requirements for the distri-
bution of highway money
will be discussed first.

Two-cent gasoline tax —
This tax, collected by the
state, is divided equally be-
tween the state and the
counties. The counties' share
of this money is in turn prorated on the
basis of their relative automobile registration.
The law requires that the state's share of this
fund be devoted to widening, thickening,
reconstruction and maintenance of existing
highways. No portion of it may be used for
new construction.

One-cent gasoline tax — The money derived
from this tax goes in its entirety to the state
highway system, and shall be used for new
construction. However, it is subject, under
the terms of the Breed Bill, to distribution
both upon a geographical and a road-classifica-
tion basis. The forty-five counties in the
northern group receive 54.7 per cent of 75
per cent of the money raised under the bill for
primary roads and 50 per cent of 25 per cent

How is state highway money
spent?

How is its distribution deter-
mined ?

To what extent is its disburse-
ment controlled by law?

What policies govern state
highway officials in the expendi-
ture of road funds in the field
where their power is discretion-
ary?

In this article prepared for and
first published in the California
Tax Digest, B. B. Meek, director
of the Department of Public
Works answers these questions
and tells of the laws, policies and
mechanics that control the ex-
penditure of state highway funds.

of the money raised under the bill for second-
ary roads. The thirteen counties comprising
the southern grou]) receive 45.3 per cent of
75 per cent of the money raised under the bill
for primary road construction, and the same
quota for secondary roads as is accorded these
state highways in the northern group of
counties.

Registration fees — This money can be used
only for the maintenance of state highways.
Taxation imposed on highway transportation
companies — These funds are derived from
taxes imposed on licensed carriers on the high-
way system of California. They are divided
equally between the state and counties and
the state's share of these moneys is dedicated
exclusively to the maintenance and repair of
highways.

Federal aid — These funds
consist of contributions from
the Federal road fund to
California. The money thus
contributed must be used on
projects approved by the U.
S. Bureau of Public Roads.
That body will approve ex-
penditures only within what
is known as the State 's
Seven Per Cent System.
This Seven Per Cent System
is made up of selected high-
ways within the state, the
total mileage of which can
not exceed seven per cent of
the total highway mileage of
the state. With a few minor
exceptions the mileage in the Seven Per Cent
System consists of roads in the present state
highway system.

Gifts and contributions — These are made
up of donations of rights of way, or money,
generally made by counties, but sometimes by
corporations or individuals, and intended to
promote the early improvement of some par-
ticular road project. By the terms of the gift
or agreement these funds are dedicated to the
use of the particular projects that they were
designed to promote.

It will be apparent then that the discretion
of the highway authorities in the expenditure
of road money is confined wdthin certain very
definite limits established by the law. The
factors that determine the exercise of these

6

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

(liseretionai'v poAvers are lar<>ely economic.
They may be summarized as follows :

Geographic disfn'bntion — The work re-
quires a large g'eograi)liic spread, not only
to enable road service to be given to the
whole state, but also to ])rovide em])loyment
over tlie state and to prevent the undue dis-
turbance of labor conditions that an over-
eentration of Avork in any one place would
cause.

Buhtnrcd (levelopmenl of highwajj sj/stcm — -
There nuist be a coordiiuition of development
in tlie higliway system of the state as betAveen
rural areas and urban communities. This is
necessary in order that there may be an easy
floAV of traffic betAveen the country and the
city, betAveen business and recreational areas,
and betAA'een populated centers separated from
each otlier by some distance.

Neccssifg for caring for traffic — Volume of
traffic is again one of the determining factors
in the distribution of higliAvay money. The
purpose of roads is to ser\'e traffic. As Gov-
eriior Young Avell put it "traffic pressure
rather than political pressure" must deter-
mine Avhere higliAvay money is to be spent.

These are general principles that deter-
mine where and how highAvay money shall be
spent Avithin the limits fixed by law. They
are ap])licable to large areas of the state and
0]ierative over large units. The question con-
stantly arises, hoAVCA^er, as to the policies that
determine the priority of improA^ement in
the smaller units, namely particular roads.

The answer to this question is that those
sections of any giA^en higliAvay are first im-
])roved that Avill make possible the greatest
general improA-ement to the AA'hole road. This
priority may be determined by the A'olume of
travel that some particular section of liigh-
Avay is called upon to serve. Again it may be
determined by the physical condition of some
section. In any event sequence in improA^e-
ment in any higliAvay as betAveen its various
sections is determined by a consideration of
the relative benefit that Avill be conferred
ui)on the traveling public.

THE ELEMENT OF TIME

Tt must be recognized that the liighAvays
of California can not be built except over a
period of years. The desire of the Depart-
ment is that they be completed as rapidly as
is com])atible Avitli sound engineering economic
construction. Haste is desired but Avaste Avill
not be knoAvingly tolerated.

There are also certain construction factors
that enter into the distribution of higliAvay
money.

Thus the Dei)artment of Public Works
through its Division of HighAA^ays is making
a most careful study of the state highAvay
system of California in an effort to develop
a ten-year building program through Avhich
Avaste and duplicated effort Avill be reduced
to a mininuim, Avith a consecjuent saving of
many millions of dollars to the taxpayers of
California.

CONSTRUCTION P^ACTORS

Again a close study of each is being made to
determine the type of highAvay that Avill ade-
(juately serve the traffic of that road. It is
hoped that this study Avill enable the DiA'ison
of PlighAvays to avoid the danger of both
underbuilding and OA^erbuilding highways.

An effort is being made to look into the
future so that rights of AA-ay can be secured
that Avill permit the development of the high-
Avay system to proceed in an economical man-
ner, serA^ng future traffic in an orderly
manner as that traf^c dcA^elops.

Ty]:>es of Ioav cost pavement are being
developed that will permit the early improve-
ment of a large mileage of state higliAvays
AA'here the present traffic use is relatiA'ely
small. These pavements are so designed that
they Avill become a satisfactory base for a
higher standard of paATment when increased
traffic requires such better pavement.

These are the ]iolicies that govern the dis-
tribution of construction and reconstruction
money.

MAINTENANCE EXPENDITURES

The expenditure of maintenance money is
gOA'erned by the necessity for maintenance.
Tavo factors determine the distribution of the
expenditure of these funds. They are :

First, the necessity to adequately care for
traffic.

Second, the necessity to adequately protect
the investment in higlnvays.

General maintenance allotments to the
various roads are determined largely by the
relative A'olume of traA'el over those roads
and the age and condition of the highways.

Specific and emergency allotments are
determined by special conditions that may
exist requiring special maintenance either to
protect existing higlnvays from actual damage
or anticipated deterioration or to care for
unex])ected or unusual traffic that may
develop.

Early maintenance is the demand of high-
Avay officials from the maintenance forces.
"Every Maintenance Man a Minute Man" is
the slogan of the Department.

(Continued on page 24.)

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

The July Traffic Count

By T. II. ]")ENNi.s, Maintenance' Eng-ine<r.

T. H. Dennis

ON JULY 15tli and 16tli the seniianiuial
t'ount of traffic on the state hio'hways
was made. A few stations on the Red-
wood Jlifiiiwav were not taken until July
22d and 2;3d. "

This eount is made regularly each year by
the maintenance organization of the Division

of Highways on the
Sunday and Mon-
day nearest the mid-
dle of January and
July at some 836
stations. The count
covers the h o u r s
from 6 a.m. to 10
p.m. each day. The
count ^vas first ini-
tiated in 1920 and
1922. Since 1924 the
count has been taken
at regular intervals
at a complete system
of stations. The rec-
ords thus obtained become yearly more valu-
able. The information serves as a guide in the
planning of new construction and reconstruc-
tion of roads and bridges and in the allocation
of maintenance funds. It is sought by many
industrial and commercial companies as an
aid in their work.

The tield record is made by hourly periods.
Vehicles are segregated as follows : Automo-
biles, light trucks, heavy trucks, trailers, buses,
tractors and horse-drawn. The number of
foreign cars; that is, cars registered outside
the state are shown separately.

The information has been summarized in
some detail below. It is presented in the same
form as the count of January 15th and 16th
which was published in the February-^March
issue of this journal.

The July, 1928, count shows the following
variations from the count of July, 1927 :

Sunday Monday

:Main north and south routes + 9% +S%

Laterals between inland and coast

routes — 4% • — 4%

Interstate connection routes — 1% — 1%

Recreational routes -|-17% -\-l%

The percentage gain or loss in comparison
with the count of July, 1927, is shown for the
various state routes :

Route Gain

No. %

1. Sausalito to Oregon line 13

2. San Francisco to San Diego 6

3. Sacramento to Oregon line via

Marysville 13

Loss
%

Ifonday
Gain Loss

%

11

Sunday Monday

Koute liain Loss Gain Loss

No. % % % %

4. Sacramento to Los Angeles

(Valley Rt.) IG 17

5. Stockton to Santa Cruz via

Oakland 7 6

6. Sacramento to Woodland junc-

tion : 11 10

7. Tehama Junction to Benicia 8 18

S. Ignacio to Cordelia via Napa__ 13 14
It. San Fernando to San Ber-
nardino 3 5

10. San Lucas to Sequoia National

Park 2 8

11. Sacramento to Riverton via

Placerville 9 7

12. San Diego to El Centro 3 11

13. Salida to Sonera 7 17

14. Albany to Martinez 9 2

1.5. Route 1 near Calpella to Grass

Valley 2 3

Ifi. Hopland to Lakeport 12 6

17. Roseville to Nevada City 2 6

18. Merced to El Portal 15 4

19. Route 9 west of Claremont to

Riverside 8 16

*20. Redding to Route 1 near

Areata 99 27

21. Route 3 near Richvale to

Quincy 7 2

22. San Juan Bautista to Route 32

via Hollister 19 5

23. Saugus to Bishop 12 6

2 4. Route 4 near Lodi to Valley

Springs 10 2

25. Nevada City to Downieville__ 8 0 0

2fi. San Bernardino to El Centro__ 9 2

27. El Centro to Yuma 9 16

28. Redding to Nevada line via

Alturas 2 8

29. Red Bluff to Nevada line via

Susanville 13 16

31. San Bernardino to Jean 5 5

32. Route 4 near Califa to Route 2

at Gilroy 25 26

33. Route 4 near Bakerstield to

Paso Robles 1 5

34. Route 4 near Arno to Pine

Grove 6 0 0

37. Auburn to Colfax 2 7

43. San Bernardino to Big Bear

Lake 42 6

44. Boulder Creek to Redwood

Park 6 14

*47. Orland to Chico 52 12

*48. McDonalds to Wendling 23 47

49. Calistoga to Lower Lake 22 26

51. Santa Rosa to Schellville 22 6

*52. Alto to Tiburon 56 36

53. Fairfield to Lodi 4 13

55. San Francisco to Spring Val-
ley Dam 4 29

57. Santa Maria to Bodfish via

Bakersfield 16 21

*5S. Mo.iave to Topoc 48 25

60. El Rio to San Juan Caplstrano 28 5

*64. Mecca to Blvtlie 69 57

65. Auburn to Sonora 16 27

*66. Manteca to Route 5 near ISIoss-

dale School 73 75

08. San Francisco to Burlingame 15 7

71. Crescent City to Oregon line — 6 5 3

Average of all routes 7 6

The routes marked * show an unusual
increase in percentage which is due in some
cases to construction operations which neces-
sitates detouring traffic from some regular
route. For instance route 66 is carrying the
traffic which normally goes from French
Camp to ]\Iossdale. The average of all routes
is more representative of the increase in traffic
throughout the state in 1928 over the same

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

period in 1927 as the small counts on the
lateral routes and the detoui'ed traffic assume
more nearly their true relation.

The actual counts as taken at the most rep-
resentative points are shown in the following
table in comparison with the July count of
last year :

Rout; I. San Francisco to Oregon Line

July, 1927 July. 1928

Sun. Mon. Sun. Mon.

Station 17 18 15 16

San Rafael, north of city at top of liilL 8,965 .•?,81" 12,226 4,807

IVtaluma, noitli of city 8.9-12 6,019 10.813 6,5.'?9

Santa Rosa, soutli of city: Triangle

service station 4,191 2.S7G 4,60fi 2,967

Santa Rosa, north of city at railroad

crossing 3,103 3,641 3,399 3,846

Healdsburg, south of city at raihoail

crossing 3,691 2,860 4,033 2,602

Tkiah, south of city, junction route 70-_ 1,873 1,733 2,241 1,987
Tkiah. north of city, junction route 15

to Colusa 1,961 1,536 1.961 1,515

Sun. Mon.

Willits, nortli of city, junction road to 22 23

Ft. Uragg 1,179 1.068 1,163 963

Eureka, south of city limits 4,038 2,575 4,054 2,995

Areata, north of city at junction route 20 2,207 2,048 901 452

not

Crescent City, junction of road 1,039 1,042 1,052 taken

At Oregon line 380 362 578 472

Route 2. San Francisco to San Diego

Colma, junction road to South San Fran-
cisco 18,802 8,559 24.855 10,133

San Bruno Junction Bay Shore Bead— -25.220 11,049 24.051 10,496

San Mateo, south of city at 16th Aye... 26, 001 12,480 29,163 12,698

Redwood City, north of city limits 23,001 11,199 25,474 11,771

Palo Alto, at road to Federal Tel. Sta.-18,837 8.466 18,700 8,774

San .lose, north of city at lumber yard--19.326 20,023 20.548 21,856

San Jose, south of city limits 9.191 6,562 10,151 8,652

(iilroy, north of city, .junction road to

Watsonville 7,303 5,156 S.481 5,916

Salinas, south of city limits 3,517 3.175 3,966 3,709

Paso Robles, north of city limits 2,509 2,009 2,730 2,335

Paso Robles. south of city limits 3,422 2,586 3,488 2,777

San Luis Obispo, north of city limits. __ 3,477 2,562 3,191 3,297
San Luis Obispo, south of city limits at

railroad crossing 4,787 3.338 no count

>!anta Maiia, north of city junction.

Route 57 to Bakers-^ield 3.636 2,379 4,046 2,759

Santa Barbara, west of city, junction

San Marcos road 5,494 3,501 5,977 3,535

Santa Barbara, 300 feet east of city

limits 8,470 6.892 9,524 7,708

Ventura, west of city at bridge 6,428 4,046 8,069 4,646

Ventura, east of city limits 7.100 4,649 7,472 5,672

Los Angeles, east at Iiuliana St 22,385 21,185 22,356 21,311

Whittier, at junction with Hadley St.__12,354 8,862 15,216 10,439

Anaheim, north of city limits 14,403 9,559 14,927 9,731

Santa Ana. north of city at junction

county road to Orange 12.911 7,905 12,567 7.621

San Juan Capistrano, north of city 6.047 3,096 4,945 2,230

Oceanside, near south city limits 7,168 4,282 8.485 5.278

Delmar, at Santa Fe I!ailroa<l crossing.. 6.695 3,788 8,005 3,838

Route 3. Sacramento to Oregon Line, via iVIarysville
Sacramento, north at juru-tion with (lar-

den lligliway 11,693 10.81)1 12,690 12.096

Mai^.'-ville, south of city at junction

Hamilton road 2,050 1,961 2,869 2,630

Yuba City, north of city at junction,

route 15 3,129 3,065 3,600 3,736

C'hico at junction county road to De

Sabla 1,585 2,257 3,031 2,467

Chico, north of city, junction county

road east 2,i;;6 1,902 2.1119 1,911

Red Bluff, at junction route 29 to

Smisanville 1,239 1,131 1,354 1,515

Red<ling, south of city, junction route 28

to Alturas 2,270 2,281 2,393 2,286

Dunsmuir, north of city limits at bridge 3,888 3,365 3,700 3,375

Yreka, south city limits 2,225 1,921 2,431 2,342

At Oregon line 1,465 1,260 1,568 1,372

Route 4. Sacramento to Los Angeles (Valley Route)

Sacramento, Miuth of city limits ;,001 6,283 7,171 6,391

Lodi. junction route 24 to San Aiulreas- 3.403 2,732 3,866 2,837
Stockton, north of city, junction county

road to Lockeford 6,199 5,159 6.111 5.227

Modesto, north of city 6.297 5.202 7.489 6,258

Modesto, south of city 4.597 4,319 7,942 7!210

Turlock, north of city 4.674 3,932 5,958 5.473

July. 1927 July. 1928

Sun. Mon. Sun. Mon.

Station 17 18 15 16

Turlock. south of city 3.771 3,099 4,986 3.996

.\twater. north of city 3,924 3,290 4.455 3.483

Merced, north of city at l)ridge 4,922 4,307 5,492 4,452

Merced, south of city at bridge 3.441 3,199 3,572 3.663

Fresno, simth at maintenance yard 8.121 8.129 8,387 8,349

Kingsburg. south of city near Kings

•River bridge 2.980 2.314 3,522 2,660

Tulare, .soutli city limits 3,264 2.750 2.956 2.610

Bakersliehl. north of city, junction county

road to Oil Center 5,643 5,973 6.365 6.425

Castaic. junction county road to Santa

Paula 1.829 1,120 4,026 2.863

Saugus. junction route 23 to Mojave 6.334 4,026 6,760 4,142

Xevvhall. end of section L.A.-4-B 7.680 4.108 8,509 5,415

Route 5. Stockton to Santa Cruz via Oakland

Tracy, west of city, junction county road

to Byroji 4,698 2,744 5,939 3,313

Livermore, cast of city, junction county

road to Livermore 5,280 3,410 3,486 1,942

Hayward. junction with Castro Valley

road 4,449 2.277 4,201 1,623

Niles, junction Niles Canyon road 12,989 6.388 6,116 3,453

Nine miles nortli of San Jose, junction

county road to CenteiTille 14,188 4,834 8.084 3.169

Five miles north of San .lose 13,542 5,661 13,384 6,019

San Jose, at north city limits 8.932 4,716 9,945 5,014

San Jose, west of city at sanitarium... 9,962 9,498 11,015 8,961

Los Gatos, northeast of city 6,213 2,787 6,765 2,995

Santa Cruz, north of city 7,712 2,691 8,254 2,668

Route 6. Sacramento to Woodland Junction

West of Sacramento, at underpass 5,319 3.683 6,131 4,528

Davis, east of city, at underpass 4,513 3,162 4,794 3,458

Route 7. Tehama Junction to Benicia

Beuicia. north of city 794 413 779 444

Fairfield, east of city 5,093 3,215 5,418 3,304

Dixon, south of city 4,017 2,704 4.437 3,048

Woodland, south of city 2,679 2,311 2,615 2,646

Williams, south of city 1,423 1,130 1,648 1.322

Willows, south of city 1,737 1,757 1,690 1.836

Orland, at junction route 47 to Chico... 1,571 1,473 1,827 2,456
Red Bluff, south of city at Reed Creek

liridge 1,435 1,453 1,757 1,912

Route 8. Ignacio to Cordelia via Napa.

Pefaluma Creek bridge not taken not taken

Schelhllle, junction route 51 to Santa

Rosa 2,184 880 2,426 1,000

Napa, junction county road to Vallejo. 8,619 3,913 6,111 2,802

Cordelia, junction inute 7 4,710 2,887 3.169 2,973

Route 9. San Fernando to San Bernardino

San Fernando, 1 mile east 2,721 1.290 Relinquished

to city of L. A.

La Crescenta. west of Pennsylvania Ave. 6,764 4.124 6.474 3.317

Pasadena, east of city limits 10.624 7.001 8.954 6.083

Azusa, west of city limits 9.503 4,998 10.670 5,408

Upland, east of city at junction county

roail to T'planil 4.382 2.299 3.899 2.182

San Bernardino, west of city 3,088 3,807 3,423 4,180

Route 10. San Lucas to Sequoia National Park

San Lucas, south of city at junction

route 2 123 136 110 133

Coalinga. west of city 412 396 383 319

Hanford. west of city limits 1,602 1,751 1,642 2,025

Flaiiford, east of city, intersection; county
ri)ad to Kingslmrg and south to Cor-
coran 2,829 2,611 2,865 2,879

Visalia, east of city at Exeter Junction.. 1,801 1,534 1,961 1.603

Route II. Sacramento to Nevada Line via Placerville

Sacramento, east of city Umits 3,S11 3,033 4.332 2,971

Folsom, west of city at junction with

ITatts road l.X'M 1.083 1,774 1,005

I'lacerville, west of city 1,834 1,143 2,175 1.446

Placerville, east of city 1,876 1,216 1,995 1,368

Between Riverton and Kyburz 1,132 346 1,112 702

Route 12. San Diego to El Centre

San Diego, east of city, Euclid Ave. at under const.

Cajon Ave. 4.382 4.317 road closed

El Cajon. west of city limits 5,577 4,463 6,267 4,093

Jacumba, at junction county road to

El Campo 1,271 560 1,346 690

El Centro, west of city at junction route

26 to San Bernardino 2,438 2,303 1.990 1,769

(Continued on page 22.)

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Maintaining the State Highways

By W. A. Smith, Assistant Maintenance Engineer.

W. A. Smith

THE MAINTENANCE of the state lii^'li-
ways is highly important to the social
and economic welfare of California.
]\roney has been invested not alone in the
buildino; of the roads, but also in ranches,

stores, factories and
llie many varied
activities of the
state, as a direct re-
sult of opportunities
offered by improved
1 ransportation. Con-
tinued success of
s u c h industries is
dependent on con-
tinued ease of com-
munication.

It is the duty of
the maintenance de-
partment of the
Division of High-
ways to preserve the
investment and to
provide service and
insure safety for the
stream of traffic that

flows over these channels of communication.

As an organization we believe this work to

be more than a duty.

In this work it is especially essential that

a man shall feel his job to be important.

^Maintenance is the doing of

little things; the endless

repetition of the same tasks.

Occasionally there is an

emergency to test the metal

of a man but, in gen-
eral, the better the mainte-
nance the less is the need for

extensive repairs. A man

who is not guided by a high

spirit of loyalty and service

will never make a ^^ High-
way Man."

The growth of the work

has been gradual with the

development of the highway

system. Nearly every condi-
tion of climate and soil must

be dealt with from tlie snow

and rain of the mountains

and coast to the summer

dryness of the valleys and

the heat and sand of the

desert. Every type of traffic

DISTRIBUTION OF 1927
MAINTENANCE DOLLAR
ON STATE HIGHWAYS

Class of Work

Amount of each
Where spent dollar spent

Traveled way 54.5 cents

Road sides 30.7 cents

Improvement of shoulders 3.0 cents

Structures 6.4 cents

Safety devices 2.0 cents

Drifts 0.6 cent

Trees 1-2 cents

Miscellaneous 1.6 cents

Total $1.00

Class of Expenditure

Labor 44.2 cents

Equipment cost 32.8 cents

Materials 20.6 cents

Service and expense 2.4 cents

Total

must be served; heavy, long distance freight
hauling, liigh speed tourist traffic and the
congestion of the city street.

The Governor's budget for tlie present two-
year period provides $9,580,000 for the needs
of the maintenance department. This sum is
being expended for routine maintenance, for
emergency work in connection with removal
of major slides, specific improvement and
storm damage, for oiling gravel and crushed
rock roads and for purchase of property and
construction of improvements thereon for use
as headquarters for the crews. The invest-
ment in maintenance stations is of a perma-
nent character which will increase in value.
Tlie work of oiling roads is of a semi-perma-
nent nature as it conserves material already
in place. Some of the specific work is also
of an enduring nature, for instance : superele-
vating curves, improving sight distances,
drainage, etc.

The annual operating expenditure is
approximately $4,500,000. This is a large
sum, but Avhen it is remembered that over
1,700,000 vehicles were registered in 1927,
and that the annual upkeep of your state
highways, exclusive of reconstruction, cost less
than $2.70 for each vehicle, the economy is
obvious. A few bumps against shattered con-
crete, a few hours slow driving on rough roads
result in damage to your car and loss of your
_____^________^ time far in excess of this

sum. The investment in
motor equipment is so great
and operating costs so high
that first class maintenance
is economically justified.

The maintenance depart-
ment is not only interested
in the upkeep of the roads,
but is concerned in the con-
trol and eradication of nox-
ious weeds ; in caring for the
natural and planted trees;
in assisting toward proper
improvement of the highway
by limiting encroachments
which would interfere with
future development or cause
an unsightly appearance ; in
reducing fire hazards; in
safeguarding your children
by maintaining warning
signs at schools ; and in pro-

.$1.00

10

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Protecting the Freshly

Painted Traffic Line

Flagging the white stripe.

Even with the use of very fast drying paint
for traffic lines, it has been quite difficult to
prevent vehicles from running over the
freshly painted line and tracking it to other
parts of the pavement.

The paint is applied with such rapidity
that great lengths of line are painted in a
very few minutes, and to station flagmen
along the highway to direct traffic, for they
would have to be numerous, would be too
expensive. The placing of an occasional sign

tecting traffic by means of traffic lines and
other devices.

The organization engaged in this work
varies from 1400 to 1700 men depending on
the sea.son. The 200 engineers, superintend-
ents and foremen in charge have been care-
fully selected. ]\Iany of the men have been
with the .state .since the start of highway work
in 1912. The average length of service for these
200 men is 7 years. In every county of the state
the.se men are daily patroling the state high-
ways, trained and equipped for the detail of
routine work, but ready at a moment's notice
for the emergencies of fire, storm or flood.

The accompanj'ing table shows under "class
of work" the portion of each dollar expended
in 1927 on various pha.ses of routine mainte-
nance. Tliis represents the service given for
your dollar. Under "cla.ss of expenditure"
is shown the proportion of this same dollar
as it is returned to the citizens of the state in
payment for labor, for purchase and upkeep
of equipment, for materials and miscellaneous
expense.

along the newly painted line helps, but it is
not sufficient.

A method of protecting the freshly painted
traffic line, developed in District VII and
which has been very successful, consists of
the use of a great many small red flags placed
at intervals of from five to six feet along the
newly painted line.

The device for supporting the small piece of
red flagging consists of a piece of No. 8 iron
wire bent with a loop about six inches in
diameter for a base, with a single strand of
the wire, about six inches long, at right angles
to the plane of the base and having a small
loop or kink at the end to receive the piece of
flagging.

The little flags and their supports are so
light and capable of being stacked, that a man
can easily carry a liundred or more on his
arm. He walks immediately in back of paint
machine placing the flags about five feet apart
along the line.

Three parallel white lines were recently
painted to establish lanes along Whittier
boulevard in Los Angeles County, and the
work w^as protected with the little red flags.
In several miles of lines painted, not one case
of smearing of the fresh paint occurred, in
spite of the fact that the traffic count during
working hours along this stretch of highway
averages more than 1200 vehicles per hour.

BAD ROADS ARE

A COSTLY TAX

Poor roads are costly to motorists. Motor-
ists of the United States, according to dis-
patches, pay a bad roads tax equivalent to
22.3 cents on every gallon of gasoline con-
sumed on a poor highway.

Experiments at Washington State College,
Iowa State College, and the North Carolina
State College, show that on a basis of speed
of 33 miles an hour, the cost in tires and gaso-
line per 1000 miles over a certain rough road
for an average four-cylinder car weighing
3500 pounds loaded, was $35.10. At the same
speed, the cost for the same car over a very
smooth, improved road was only $12.80.

CORRECTION

In tlie issue of California Highways and Public
AVoKKS for May-June an error was made in the state-
ment of equipment used on two projects listed there.
In District IV, San Mateo County, Route 2, Section A,
Ilanrahau Company, contractors, the mixer used was
a No. 27-E MultiFoot Paver. In District VII, Orange
County, Route 2, Section B, George Herz Company,
contractor, the same paver was used.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

11

Congress Adds Over $6,000,000 to

California Highway Building Fund

By T. E. Stantox,, Assistant State Highway Kngineer.

THE seventietli cong-ress, just closed, con-
tinued the constructive polic.y of the
United States governmont in furnishing
federal funds for cooperation with the states
in road building activities. This was done by
the passage of the bill authorizing appropria-
tions of $75,000,000 annually for 1930 and
1931 for federal aid cooperation with the state
highway departments and an additional
$7,500,000 annually for forest highway and
trail construction and maintenance, making a
total of $165,000,000 for the two years.

By tliis action, the United States govern-
ment has committed itself to appropriations
totaling $1,087,088,330 since the policy of
federal aid was first inaugurated. For this
total commitment, California has already
profited or will have profited bv the end of
1931 to the extent of over $43,000,000.

califorxia's share

California's share of the 1930 and 1931
appropriations will amount to approximately
$2,500,000 annually for federal aid on the 7
per cent system and an addition of approxi-
mately $625,000 annually for forest highway
construction, or a total of approximately
$6,250,000 for the biennium exclusive of forest
development funds which will be available to
the Forest Service for the development of
roads and trails necessary for the opening up
and protection of the national forests.

Following is a summary of California's
share of federal aid appropriations to date
and expenditures or obligations incurred in
connection therewith :

Total appropriations to June 30, 1929__$27,042,667 00
Appropriated by 70th Congress for 1930

and 1931 fiscal years (California's

share approximately) 4,972,830 00

California's total share of appropria-
tions to date $32,015,497 00

Obligatioxs — July 1, 1928

(a) Projects completed and paid for $19,858,085 42

(b) Projects in force and under agree-

ment 2,996,543 89

(c) Plans, specifications and estimates

recommended for agreement 1,153,892 35

(d) Estimates submitted for agreement 161,885 44

(e) Estimates to be submitted; con-

tracts pending award or advertised 717,600 00

Total amount obligated $24,888,007 10

Balance available for additional projects

up to June 30, 1931 $7,127,489 90

Federal aid, other than forest highway ap-
pro])riations, comes to the states as a reim-
bursement for expenditures made by them in
liighway construction on what is known as the
7 per cent system.

The 7 per cent system is a system approved
by the United States government, in connec-
tion with the construction of which federal
aid will be extended to the states by the
government, and which consists of 7 per cent
of the estimated road mileage at the time of
the adoption of the Federal Aid Act of 1921.

At that time, the California Highway Com-
mission determined the total road mileage in
the state to be 70,000 miles, so that 4900 miles
of highways in California could be desig-
nated as federal aid highways.

MAY PLAXT TREES

Senate Bill No. 1341 by Oddie, which has
just been passed by the seventietli congress
and signed by the President, provides that in
every case in which, in the judgment of the
Secretary of Agriculture and the highway
department of the state in question it shall
be practicable to plant and maintain shade
trees along the highways, the planting of such
trees shall be included in the specifications.

The above provision makes permissible the
expenditure of federal aid money in the plant-
ing of shade trees.

OTHER PROVISIONS

The Oddie bill likewise provides that
federal funds may be expended on that por-
tion of a liighway or street within a munici-
pality having a population of 2500 or more,
along which from a point on the corporate
limits inwardly, the houses average more than
200 feet apart ; provided, that no federal
funds shall be expended for the construction
of any bridge within or partly within any
municipality having a population of more
than 30,000 as shown by the latest available
federal or state census; but this limitation
shall not apply in the case of an interstate
bridge, including approaches, connecting such
municipality in one state with a point in an
adjoining state which may be within a munici-
pality having a population of not more
than' 10,000.

CALIFORXIA HIGHWAYS AXD PUBLIC WORKS

CALIfORNIA HIGHWAYS AND PUBLIC WORKS

Official journal of the Division of Highways of the
Department of Public Works, State of California;
publislied for the information of tlie members of the
department and the citizens of California.

Editors of newspapers and others are privileged to
use matter contained herein. Cuts will be gladly loaned
upon request.

Bkrt B. Meek . Director

George C. Mansfield Editor

Address communications to California Highways and
Public Works, P. O. Box 1103, Sacramento, California.

Vol.

JULY, 1028

No. 7

DIVISION OF HIGHWAYS

DEPARTMENT OF PUBLIC WORKS

STATE OF CALIFORNIA

C. C. YOUNG, Governor

B. B. MEEK, Director, Department of Public Works

CORNING DE SAULES, Deputy Director, Department

of Public Works

C. C. CARLETON, Chief of Division of Contracts and

Rights of Way

3EORGE C. MANSFIELD, Editor, California Highways

and Public Works

CALIFORNIA HIGHWAY COMMISSION

RALPH W. BULL, Chairman, Eureka

J. P. BAUMGARTNER, Commissioner, Santa Ana

M. B. HARRIS, Commissioner, Patterson Bldg., Fresno

JOSEPH M. SCHENCK, Commissioner, c/o United

Artists Studio, Santa Monica Blvd., Los Angeles

FRED S. MOODY, Commissioner, 640 Kohl Bldg.,

San Francisco

C. H. PURCELL, State Highway Engineer, Sacramento

HARRY A. ENCELL, Attorney, San Francisco
E. FORREST MITCHELL, Secretary

HEADQUARTERS STAFF, SACRAMENTO

T. E. STANTON, Assistant State Highway Engineer

L. V. CAMPBELL, Office Engineer

FRED J. GRUMM, Engineer of Surveys and Plans

C. S. POPE, Construction Engineer

T. H. DENNIS, Maintenance Engineer

CHAS. E. ANDREW, Bridge Engineer

R. H. STALNAICER, Equipment Engineer

E. R. HIGGINS, Chief Accountant

DISTRICT ENGINEERS
CHARLES H. WHlTIMoRE, District I, Eureka

H. S. COMLY, District II, Redding

F. W. HASELWOOD, District III, Sacramento

J. H. SKEGGS, District IV, San Francisco

L. H. GIBSON, District V, San Luis Obispo

E. E. WALLACE, District VI, Fresno

S. V. CORTELYOU, District Vn, Los Angeles

E. Q. SULLIVAN, District VIII, San Bernardino

F. G. SOMNER, District IX, Bishop
R. E. PIERCE, District X, Sacramento

General Headquarters, Third Floor, Highway Building,
Eleventh and P Streets, Sacramento, California.

CALIFORNIA HIGHWAY
BIGHTS OF WAY KEPT
FREE FROM BILL BOARDS

The action of the highway commission of
Arizona in ordering- advertising signs and
bill boards oft' the rights of way of the state
higlnvays of that state has been widely com-
mended in the editorial columns of the news-
papers of California. A number of these edi-
torials, however, mix with their praise of
the action of the Arizona officials, the sug-
gestion tliat California highway authorities
should do likewise.

For the information of both the press and
the public of California, it might be well to
call attention to the fact that all advertising
signs and devices have been barred from the
rights of way of California's state highways
since 1915. Chapter 400, Statutes of Cali-
fornia, enacted in 1915 reads in part as
follows :

"Sec. t). No sigu, picture, transparency, adver-
tisement or mechanical advertising device shall be
placed upon or over any state road or highway
without a permit from the department of engineer-
ing or its appropriate officers, and, if so placed,
shall be a public nuisance and may be forthwith
removed from any such road or highway by the
departmeut of engineering, its officers or employees,
and anv person who shall so place the same shall be
GUILTY OF A MISDEMEANOR; provided fur-
ther, that nothing herein shall be so construed as
to prevent the posting of any notice provided by
law or order of any court to be posted."

This law has been very rigorously enforced
in California, and it is made the special duty
of state highway maintenance forces to see
that the law is oloeyed to the letter.

The method by which this law is enforced in
California is to Avarn all persons found post-
ing signs or building bill boards on the rights
of way of the state highw^ay system that their
action constitutes a violation of the law.
Where signs have been placed on the highway
before their posting could be stopped a formal
notice is served upon the owners of the signs
that they must be removed immediately. If
the signs are not forthwith removed by the
owners, state highway officials immediately
clear the highway right of w^ay of the otfend-
ing advertisements.

Vigorous enforcement of tlie 1915 law has
resulted in freeing riglits of way of both bill
boards and posters.

It may be of interest to the public to read
the text of the notice served upon those
responsible for erecting bill boards or posting
signs in the forbidden riglit of way area.
This notice reads :

CALIFORNIA HWIIWAYS AND PUIiLIC WOh'KS

MEMORIAL OPPORTUXITY
SEEN IX ELIMIXATIOX
OF GRADE CROSSIXGS

The follcnviiig" editorial appeared in the
San Praneisco Chronicle:

For persons avIio wish to create monuments
for themselves or for others the erection of
splendid structures to carry highways over
or under dangerous railroad crossings is an
unequaled opportunity.

The task of eliminating grade crossings on
all the highways of the state is so vast that
it must be many years before it is all done.
Here is a chance to set up lasting memorials
that will have the added value of testimonials
to the humane interest and public spirit of
their givers.

Such givers may be assured that the High-
way Commission will not be niggardly in full
and permanent public acknowledgment of
their benefactions. A grateful state will see
that official titles and enduring bronze keep
the memorial purpose always before the
public.

Though in a slightly different form, we
have already striking examples of this com-
bined purpose of memorial and public bene-
faction in the gifts of beautiful groves along
the Redwood Highwa3^ Four fine redwood
groves on this highway have been presented
to the state by private persons as memorials
to their loved ones. The groves now known
to all travelers over the Redwood Highway
as the Raynal C. Boiling, the Charles N.
Felton, the Frederick Saltonstall Gould and
the Joseph Russ will keep those names green
in the ever-living trees and at the same time
will pleasure generation after generation.

So, too, fine structures to carry the high-
ways over or under dangerous railroad cross-
ings will cause generations of highway users

to bless tlie names that stand on their
memorial tablets.

Surely there must be a great satisfaction
in the public honor attending sucli meritori-
ous enteri)i-ise and concern for the life and
safety of tlie millions upon the highways, far
beyond tliat wliicli comes from purely orna-
mental memorials.

MEMORIAL MARKER

OX VICTORY HIGHWAY
FORMALLY DEDICATED

The front cover picture for this issue of
California HiGinvAvs and Public Works
is a view of the State of California Llemorial
^Marker on the Victory Highway at Verdi,
California. This marker was dedicated on
July 24, 1928, with James K. Fisk, adjutant,
The American Legion, Department of Cali-
fornia, presiding. The following program
was rendered :
Invocation

Frank Da%'is. Chaplain. Hague-Tliomas-Hegartv

Post 130, Grass Valley.

Address

By W. A. vShepard, California Commissioner,
Mc-tory Highway Association.

Address

]Mrs. Cora M. Woodbridge, Assemblywoman,
Ninth District.

Address

J. C. Durham. lieno and A. W. Moore, C)akland,
Directors. Mctory Highway Association.

A ddress

By George W. Malone, Commander. American
Legion, Department of Nevada.

Address

Hon. Frederick Balzar, Governor of Nevada.

Address

Hon. C. C. Young, Governor of California.

STATE OF CALIFORNIA Stcite Scoles Pvove

CALIFORNIA HIGHWAY COMMISSION EffeCtivC DeteCtOfS of

2^99

Overloading Violations

IIIIIIIIIIIIIIIIII [From San Bernardino Index]

We note that a advertisement Judge Lee Childers is husY with traffic

^^^!^^^SSSSSSSSSS"SSS"SSSSSS"SSSS"SSSS~~ cases, due to the overloaded trucks here, or

has been placed within the limits of the State High- trUCks with tOO little rubber, that persist in

^^I_^1:^SS"SSSSSSSSSSSSSSSSSSSSSSSSS:^SSSSSSSS traveling over highways. The state scales

Your attention is caUed to the following from located betwecii Banning and Beaumont are

statutes of California, 1915, Chapter 400: (printed luccticu uclucch -L-aiixii^^^ ax ..c

above). responsible tor the detection of offenders.

Such advertisement being in violation of the law
you are advised to remove same from limits of high-

way within days from date, otherwise T^TATJinA TIip Tnminnii Tmil n ^00-mile hio-h-

action will be instituted against you according to the FLORIDA— ihe lamiami -Liail. ,a oUU mue ni«n
law in such cases provided. way crossing the Everglades from Miami to lampa.
Yours very truly, was completed last fall after fourteen years of effort
Division Engineer :iu<l millions of dollars expenditure.

14

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

West End of the Yolo Causeway

Lowered; How Job Was A ccomplished

By C. E. BovEY^ District Maintenance Engineer.

THE Yolo Causeway situated iu Yolo
County lias on the west end 2-170 lineal
feet of wooden trestle, the grade line of
Avhieh is 6 feet higher than the paved highway
connecting it. The run-otf as constructed was
very short and the vertical curve in the trestle
itself is only 75 feet in length, giving a sight
distance of less than 500 lineal feet. On ac-
count of the fast traffic across and adjacent
to the eausewa}', a great many accidents have
occurred due to this short sight distance.

As on all wooden deck bridges topped with
asphalt surface, moisture gathered during the
night and in freezing weather turned to ice,
creating a more hazardous condition during
the night and early morning hours. As the
wheel guard and guard rail on this trestle
were of the old standard type, they proved
insufficient to keep skidding machines from
crashing through to the ground some eighteen
feet below. To correct this condition, it was
decided to resurface the trestle with a non-
skid layer of f-inch rock and asphalt and re-
place the old wheel guard and guard rail with
a new and heavier type, the wheel guard to be
constructed of 8-inch by 12-foot timber
placed on 3-foot blocks, making it 15 feet
high, which is one inch higher than the con-
crete wheel guard on the main structure,
whicli has always proven sufficient to keep

Showing the bents after cut-offs have been made with
4"x12" shims in place and showing part of the
scabs holding them in place.

machines from crasliing through ; the guard
rail to be constructed of 8 by 8 posts and
6 by 6 railing securely bolted to the stringers
and wheel guard.

In addition to these corrections, it was

decided to lower the last nineteen bents of
tlie Avooden trestle in order to substitute a
•lOO-foot vertical curve in place of the 75-foot
one, thus increasing the sight distance of less
than 500 feet to over 1500 lineal feet, thereby

Showing the jaci<s in place and the crew making the
cut-offs. Note the swinging stage from which the
men are working.

materially adding to the safety of the travel-
ing public.

The bents were of the standard four-pile
type, the two outer piles being on a batter.

It was decided to contract the lowering of
tlie trestle and the placing of new wheel
guard and guard rail, but the bids received
were all entirely too high and were, therefore,
rejected. Most of the bids were particularly
high for the lowering item ranging from
$1,000 to $3,808, while the Engineer's esti-
mate was $600. The highest bidder on the
lowering of the trestle was the lowest bidder
on the placing of the wheel guard ard guard
rail, and it was thought best by the district
office, since the contractors were evidently
worried about the lowering of the trestle, to
have the lowering done by state forces and to
readvertise for bids for the placiiig of the
wheel guard and guard rail. Therefore, the
lowering of the nineteen bents was under-
taken wdth the district maintenance forces,
using a crew of four men under the leader-
ship of Foreman D. G. Ilasse of Stockton.

The cut-offs ranged from one inch to two
feet. All the sway brace bolts and braces
had to be removed first and then jacks placed
under each bent separately, the cap raised
just enough to take tlie weight off the piles

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

15

wliile tliey were being cut off to the new
grade.

Tlie old drift bolts extended into the piles
a])])roxiinately 10 inches and in most cases
were left intact.

Where the cut-otiP was over 12 inches, the
drift bolts were cut off at the cap for the
batter piles, because of the change in the
position of the drift bolt with respect to the
pile.

In order to save cutting as many drift bolts
as possible and the driving of new ones, the
old drift bolts were forced into the pile be-
low the cut-off by placing blocks between the
deck and the cap directly over the top of the
drift bolts. The weight of the deck forced
the drift bolt into place without any dif-
ficulty. Where the drift bolts were removed,
new ones were placed by boring tlirougji the
deck and cap and driving them into place by
use of a follower.

A swinging stage was used entirely, the
staging being suspended from the wheel
guard. This proved far more economical than
staging nailed to the piles or set-up on the
ground.

It was planned to lower the deck not over
four inches at a time, therefore, as soon as tlie
cut-offs were made, 12 by 4 shims were
placed between the top of the pile and cap
and held firmly in place by 2 by 12 scabs
nailed to the cap and piles. Where i,he cut-
off was less than four inches, the decJc was
low^ered to position as soon as the cut-off was
made. After all cut-offs were made, the deck
was lowered four inches by removing the 4-
inch shims, and this process continued until
the entire deck was in place. Sway braces
and drift bolts were then replaced and the
tops of all piles M^ere treated with creosote
paint in order to make them conform witli the
original job.

The only difficulty encountered was caused
by the springing of the piles. Many of them,
after the cut-offs were made sprung as mucli
as three feet out of line and had to be pulled
back into place and anchored, which raised
the cost considerably.

The final cost bore out the judgment of
the district office, as the entire lowering was
completed for slightly less than $550 as com-
pared with the low b'id of $1,000.

Some of the contractors, in bidding, figured
on having house movers do the lowering by
placing jacks under all of the nineteen bents
and lowering simultaneousl3^ House moA^ers,
however, wanted approximately $1,200 to do
the work in this manner, wdiile our four-man
maintenance crew handled the work very ef-
ficiently, doing an excellent job for only

HIGHWAYS MAY SERVE TO HALT
FIRES, ALSO

Highways may do double duty as thorough-
fares and also as fire trails, according to co-
operative plans being worked out. The recent
range and grain fires in Yolo county exacted a
damage of more than $1,000,000, besides result-
ing in a heavy loss to wild animal life, Fred G.
Stevenot, State Director of Natural Resources,
told the Governor's Council.

A report that already this season there have
been 335 field and forest fires in state-patrolled
areas, turned the Council into a discussion of
methods of reducing the number of blazes.

Governor C. C. Young named a committee,
consisting of Stevenot, Bert B. Meek, Director
of Public Works, and G. H. Hecke, Director of
Agriculture, to make a study of the situation.

Informed that at least 60 per cent of the fires
have their origin along the highways, the
Governor particularly suggested to the com-
mittee that they investigate the possibility of
inducing insurance companies to make rate
adjustments to farmers and other land owners
who take precautions to protect their crops
against fires spreading to their property from
the highways.

"Be What You Is"
Don't be what you ain't ;

Jes' be what you is,
'Cause if you is not what you am,

Den you am not what you is ;
If you is jes' a little tadpole,

Don't try to be a frog ;
If you is jes' cle tail,

Don't try to wag de dog.
You can always pass de plate

If you can't exhort and preach ;
If you is jes' a pebble,

Don't try to be de beach.
Don't be what you ain't,

Jes' be what you is,
Cause de man that plays it square

Am gwine to get his.
It ain't what you is has been,

It's what you now am is.

— Badger Hlghtva;/s.

$550, by lowering each bent separately.
Traffic was not interfered with in any way,
and the traveling public was unaware that
anything was being done to the structure.

NcAv bids received for the placing of the
wdieel guard and guard rail justified the
action of the district in rejecting the original
bids and doing part of the work by force
account. With the lowering feature elimi-
nated, better prices were obtained for the
]ilacing of the guard rail and wheel guard.
The lowest original bid was $12,559.60, while
the lowest bid for the placing of the guard
rail and wheel guard alone was $9,781.20,
W'hich, added to the cost of lowering, $550,
makes the total cost of the job $10,331.20,
effecting a total saving over the original low
bid of $2,228.40.

16

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

The Division of State Highways;

Its Powers and Responsibilities

From the California Blue Book, 192S.

ALL POWERS AND DUTIES formerly
ji'raiited to or imposed upon the Cali-
fornia IIi<i'lnvay Commission, except
those enumerated lielow, have been trans-
ferred to the Department of Public Works
and are exercised through the Division of
Highways.

Tlie duties retained by the California High-
way Commission are briefly as follows:

The power to alter or change the route of any state
liislnvay and to abandon any portion thereof, when in
tlio oiiinion of tlie Commission such alteration, change
or abandonment s^:cl\ be necessary or advisable ; the
power to abando;' any lands or parts thereof which
liave been taken or a -quired by the state for highway
rights of way ; tlie power to designate the fund or
funds for the construction of highways into which
federal aid money shall be placed ; except as may be
otherwise provided by law, the power to select, adopt
and determine the routes for new state roads and
highways and to allocate moneys for the construction
or repair of the various I'oads and highways under the
jurisdiction of the Department of Public Works and
to determine in each case the maximum sum of money
that shall be made available therefor and to conduct
preliminary surveys for the determination of the advis-
ability of including in or excluding from the state
highway system any road, or portion thereof (provided
that not more than one-half of the cost of any such
lireliniinary survey shall be paid from state funds
available for such purposes) ; the Department of Pub-
lic Works may not take property by eminent domain
until the California Highway Commission shall have
passed a resolution declaring the public interest and
necessity require such acquisition.

Tlie powers and duties of the Division of
Highways may be summarized as follows:

1. To take and have full possession and
control of all roads and highways which have
been declared and adopted state roads and
state highways and all state roads and state
higliways which may hereafter be acquired
or constructed.

2. To acfjuire rights of way, subject in case
of eminent domain to the authorization of the
California Highway Commission.

3. To maintain all traversable roads which
now are or that may be hereafter included in
tlie state highway system.

4. To do any and all things necessary or
proi)er for the erection, construction, mainte-
nance, management and control of all roads,
highways, and other properties which are now
or hereafter may be placed under its control,
including the construction and maintenance
of detour roads, and subject to the Depart-

ment of Finance, the purchasing, leasing,
renting or otherwise obtaining all tools, imple-
ments and supplies which it shall deem nec-
essary or proper for the performance of the
duties imposed upon it bv law. (Political
Code 365d)

5. To cause to be prepared and to approve
all plans and specifications for all work done
under its direction.

6. To determine the kind, quality and
extent of such work.

7. To direct whether any such work shall
be done by contract, in whole or in ^art, or by
day labor in whole or in part, and, after the
approval of the plans, specifications and esti-
mates, if, in its opinion the acceptance of any
bid or bids shall not be for the best interests
of the state, or if, in its opinion the acceptance
of any further bids, after the rejection of all
bids submitted, shall not be for the best inter-
ests of the state, the division may direct that
the work or improvement be done upon a day
labor basis.

8. The full control of such day labor work
is placed under the Department of Public
Works and the department or a division may
do all things necessary to properly carry out
the work.

9. To let any subdivision or unit of said
day labor work by contract upon informal
bids.

10. When it appears from the plans, speci-
fications and estimates of cost that the cost
and expense of doing any construction, recon-
struction, alteration, maintenance, repair or
other work authorized to be done by or under
the direction of the department, will not
exceed fifteen tliousand dollars, the director
may direct that said w^ork be done under con-
tract awarded to the lowest possible bidder
or bidders upon public notice. (Political
Code 365e.)

11. In the name of tlie people of the State
of California, to condemn, subject to the
appro^'al of the California Highway Commis-
sion, or to purchase or receive by donation or
dedication or lease any right of way, rock
(luarry, gravel pit, sand or earth borrow pit,
land necessary or proper for offices, shops,
storage yards, lands adjoining or near such
liighAvays for parks, and also lands and trees
w^itliin three hundred feet on each side of the
center line of any state road or state highway

CALIFORNIA HIGHWAYS AND PUBLIC WORKS.

17

for culture and support of trees, when in the
judgment of said commission the acquisition
of said lands and trees, or either, shall be for
the benefit of a state higliway in aiding in
the maintenance and preservation of the road-
bed thereof, or aid in the maintenance of the
attractiveness or the scenic beauties thereof,
and likewise acquire lands for tlie construc-
tion and maintenance of drainage ditclies in
connection with the highways, also all other
lands Avhicli said connnission shall deem nec-
essary for the construction, use or mainte-
nance of state highways.

12. To acquire, construct and maintain
stock trails, paralleling and adjoining or near
any state highway in such portions of the
state as said commission shall deem necessary
or proper. (Political Code 365/.)

1?). To make such investigations as will put
at the service of the state the most approved
methods of highway improvement.

14. To compile statistics relative to the pub-
lic highways of counties and municipalities.

15. To cause to be prepared plans, specifica-
tions and estimates for the repair and im-
provement of highways and bridges, also act
as the consulting engineer for any county,
road or boulevard district or division, or
municipal authorities, when requested.

16. To investigate and determine various
methods of road construction adapted to dif-
ferent sections of the state, as to the best
methods of construction and maintenance of
highways and bridges and to make such
experiments relative thereto as deemed expe-
dient.

17. To call upon any state, county or munic-
ipal official to furnish any information con-
tained in his office which relates to, or is in
any way necessary to the proper performance
of the work of said division.

18. To obtain and pay for insurance pro-
tecting said commission and individual mem-
bers thereof, the state highway engineer and
the various assistants and employees of said
commission and engineer, all while on state
business, against loss or damage because of
injury to person or property of others by said
insured while driving any truck or automo-
bile and to pay the premium on such insur-
ance.

19. To prepare biennial reports relating to
road and highway work which are submitted
to Governor thirty days before each session
of the legislature. (Political Code 365/;.)

20. To have jurisdiction of cooperative
highway work to be engaged or existing in
by the state with the United States govern-
ment, subject to the authority of the Califor-
nia Highway Commission to allot funds. All
plans, estimates and specifications of road

Gasoline Taxes

For 1928 Show

5.58% Increase

Thirty-two million dollars will be the 1928
return from the three-cent gasoline tax in
California !

This is the estimate by the State Board of
Equalization which announces that the quar-
terly return on the tax for the last quarter
broke all records.

The total receipts for 1927 were $24,443,137.
The additional cent of tax did not go into
effect until July 29 of last year.

For the months of April, May and June,
the tax levied against gasoline distribution
companies in California amounted to $8,477,-
293.14, an increase of $3,124,699.10 over the
assessments for a corresponding quarter in
1927 and slightly over $1,000,000 more than
was collected for the preceding quarter.

AVhile the heavy increase was largely due
to the enforcement of the additional 1 cent
gasoline tax, there was an actual gain of 5.58
per cent in the gas consumption in the state
as compared with the second quarter of 1927.

Oil companies in the state distributed
285,430,743.7 gallons in the three months'
period against 270,333,079.2 gallons for the
same months last year.

Figures compiled by the state board indi-
cated that the rate of increase in gasoline
consumption in the state apparently is slow-
ing up. For the first six months of 1927 the
gain in consumption over the first six months
of 1926 amounted to 14.31 per cent, while the
half year gain of 1928 over 1927 has been but
9.63 per cent.

"Age is a quality of mind.

If you've left your dreams behind,

If Hope is cold,
If you no longer look ahead,
If your ambition's fires are dead.

Then you are old !
But — if from Life you take the best,
If in Life you keep the Zest,

If Love you hold.
No matter how the years go by.
No matter how the Birthdays fly.

You are not old !"'

— Selected

work shall be approved by the commission
and said commission shall have full powers
to determine the kind, quality and extent of
such Avork. (Political Code 365/.)

IS

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Aids in Traffic

Control on State

Highway System

There is every evidence that tlie state
motor vehicle department is being operated
in a hig'lily efficient manner under the direc-
tion of its present chief, Frank G. Snook, says
the Motor Carrier. Aiding in this efficiency is
the system of bulletins which Snook sends out
to the many branch offices, inspectors, cap-
tains and traffic officers as well as to automo-
bile clubs.

These bulletins acquaint the personnel with
any available facts concerning stolen machines
or fugitives known to be traveling in auto-
mobiles; answer questions which may arise as
to enforcement of motor vehicle regulations,
and detail the numerous auto accessories
which have been approved, and the regula-
tions concerning them.

Chief Snook recently announced that the
license plates for 1929 will be dull blaclv with
the numerals in bright orange, tests by the
Bureau of Standards having determined this
contrast to be of highest visibility. Borders
have been eliminated on the plates for next
year as reducing visibility. The steel will be
of 24 instead of 26 gauge to prevent bending
or cracking.

The system of numbering has been changed
to keep the numerals down to six, with the
use of 20 letters from the alphabet, thus allow-
ing 2,300,000 number variations. The digits
will be grouped hy twos and dividing hyphens
will l)e vertical instead of horizontal, another
aid to eye and mind.

The painstaking thoroughness with which
the selection of the new type of plates has
been made is typical of the entire administra-
tion of the motor vehicle department. Every
user of the state's highways, whether private
or commercial, has good reason to feel in-
debted to tlie department for tlie innumerable
AVfiys in wliich it is policing the roads, facili-
tating traffic and helping to maintain a high
degi'ce ^f safety.

Recognition of the excellent work being
done l)y the department under Snook's admin-
istration was given at the recent convention
of tlie ]\Iunicipal Traffic League held in San
Francisco, which adopted the following reso-
lution :

"Wliereas the Division of Motor Vehicles
has adopted for the year 1929 a license plate
for motor vehicles larger in size and with
increased visibility of approximately 200 per
cent over previous licen.se plates, and with

improved color combinations thus providing
for more ready identification of motor vehicles
in the event of accidents and violations of law,
now therefore

"Be it resolved that the Municipal Traffic
League commend Colonel Frank G. Snook and
the Division of Motor Vehicles for its action
in adopting such improA^ed and more readily
visible license plate for motor vehicles in the
State of California."

Recreational Highway
Policies are Announced

Commenting on the proceedings of the
eighth annual conference on state parks held
in San Francisco, the Stockton Record said:

"One of the most significaut addresses of the con-
vention was made by B. B. Meek, director of the Cali-
fornia Department of Public Works, whose subject
was 'Building of Parks and Forest Roads.' The
speaker said that roads could be divided into two
classes — commercial and recreational. On commer-
cial highways the director was quite Avilling that the
engineers should dictate their ideals — straight line
even grades, no curves. Recreational highways, how-
ever, should be laid out to take advantage of scenic
and historic spots.

"The speaker referred to the southern California
beach situation and declared that his department,
in running new lines for highway paralleling the
ocean front, would insist that the intervening nar-
row strip between the highway and the beach be
secured and dedicated to public use. Furthermore,
he said, legislation would be sought at the next
session of the legislature empowering the state high-
way commission to acquire beach strips in connection
with ocean highway rights of way in order that scenic
values might bi' i)reserved for all time and made avail-
able to the general public."

BRIDGES ON CALIFORNIA

STATE HIGHWAYS

(Continued from page 4.)

after a contract is let are very important,
and it will invariably save considerable money
although adding slightly to the cost of prep-
aration of the plans.

When all of the foregoing is properly com-
]:»lied with, it is only the first step, for in
order to get a good bridge it is necessary to
construct it properly which requires rigid
inspection and proper testing and placing of
nuiterials.

IDEAL OF GOOD BRIDGES

It is the hope of the bridge engineer that
the finished structures will be durable, pleas-
ing in appearance, conform to the canyon or
stream; so that both layman and engineer
will gain the impression that bridge construc-
tion is being kept abreast with building of
modern highwavs.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

19

Cooperation Wins

Contractors' Praise

[Fi-om the California Constructor.']

HIGHWAY contractors affiliated witli the
Associated General Contractors of
America have been greatly pleased with
the cooperative spirit shown by State High-
way Engineer C. H. Purcell and the prompt
way with which IMr. Purcell considers the
suggestions made by contractors.

Recently four requests were made upon
the highway department by contractors as
follows : First, that monthly estimates be made
promptly upon the 25th of the month and
include all work up to the 24tli of the month ;
second, that monthly progress payments be
made not later than the 10th of the calendar
month ; third, that final payment be made
promptly on the 35tli day after the com-
pletion and acceptance of the work; fourth,
that certified checks which accompanied bids
of other than the lowest responsible bidder be
returned after the opening of bids.

Engineer Purcell has arranged definitely to
have the estimates and payments made in
accordance with the first three requests and
with regard to the last request Mr. Purcell
writes as follows :

"Would advise that your request has been
given careful consideration and arrangement
made whereby in lieu of the present plan of
retaining the certified checks of the three
lowest bidders, only the checks of the two
lowest bidders will be retained pending award
of contract.

' ' The balance of the checks will be returned
not later than the day following the opening
of bids. Upon award of contract the check
of the unsuccessful bidder will be returned to
him, and upon advice of the approval of the
contract b^^ our attorney the check of the suc-
cessful contractor will be returned to him.

' ' I hope that this plan will meet with favor
bv contractors of the state."

Warns Against Low

Proposal Checks

There seems to be some misuiulerstanding among
highway contraotors regarrling the amount of the check
required with proposals submitted to the Department
of Public Works. Division of Highways. State of Cali-
fornia, according to C. II. Purcell, State Highway
Engineer, who writes as follows :

"Your attention is called to recent bids received for
sta< '■ highway construction work wherein several

HIGHWAY COMMISSION HELPS
BEAUTIFY STATE

The California Highway Commission should
receive a medal for the Preservation of the
Natural Beauty of the State, in the opinion of
L. L. Norris of the National Automobile Club,
after an extensive trip over many gravel roads
throughout the state, which have been oiled.

It is most noticeable in driving through those
sections where the roads have been oiled, that
the ferns, shrubs, trees and flowers are much
more beautiful, as they are not covered with a
gray coating of dust, but instead, retain their
natural shades of green and other colors.

New Order Governs

Heavy Hauling Permits

ii~\ /rOVEMENT of heavy construction
I y I equipment over the state highways
in the past year has become so
great that it was felt necessary to limit this
movement in order to protect the highways, ' '
declares C. H. Purcell, State Highway Engi-
neer. In this respect Mr. Purcell issued a
circular letter as follows :

"The movement, under permit, of heavy
construction equipment such as shovels,
cranes, etc., over state highways is becoming
so great in certain districts that it is felt a
uniform limit should be established.

' ' In tlie future, permits are to be issued for
movement of such equipment only over sec-
tions of the highways where railroad trans-
portation is not available for freight ship-
ments. This applies to loads of equipment
the gross weight of which exceeds the 22,000
or 34,000 pound limit as specified by the
Motor Vehicle Act. ' '

bidders have submitted cheeks insufficient of 10 per
cent of the total bid, two of whom would have been
low and no doubt would have been awarded the con-
tracts.

"Section 2, paragraph f, of our Standard Specifica-
tions dated July, 1927, reads as follows : 'Each bid
is to be presented under sealed cover and shall be
accompanied by cash, a certified or cashier's check
made payable to the Secretary, California Highway
Commission, for an amount equal to at least 10 per
cent (10%) of the amount of said bid, and no bid
shall be considered unless such cash or check is
enclosed therewith.'

"The special provisions for each particular project
shows in detail the engineer's estimate of quantities,
which is the basis to be used in figuring the total
bid. In the case of alternate item or items wherein
it is specifically stated in the special provisions that
only one practice will be used, the certified check can
be based on the lowest of the two alternatives."

20

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Wayside Refreshment- Stand Campaign

HIGHWAY OFFICIALS of California
are greatly interested in the campaign
for the improvement of -wayside
refresiiment stands no-\v being conducted in
New York.

This campaign, consisting of a series of
four competitions, was initiated by Mrs. Jolm
D. Ixockefeller, Jr., who contributed an initial
amount of $7,000 to be applied, through the
medium of the Art Center of New York and
the American Civic Association of Washing-
ton, D. C, toward bettering the appearance
of the roadside stands which, through ugliness
of conception or carelessness of construction,
are beginning to menace the beauty of our
highways.

An additional contribution of $10,000 was
made by the Adolf Gobel Company for the
support of these competitions.

In the initial contest, which was concluded
December 15, seven prizes were given for
photographs and plans of the best stands
already in existence. Awards were made to
the following :

(1) "Pinkie's Pantry," $300, owned and
operated bv Norma Bamman, 2704 Park ave-
nue, Plainfield, N. J.; (2) "The Bee Hive
Cabin," $200, George A. Parker, 34 River
street, Iloosick Falls, N. Y. ; (3) "Young's,"
$150, W. J. Young, Ontario, California; (4)
"The Hut," $125, Helen Dana, 4761 Morena
boulevard, San Diego, California; (5) "Mott's
Taverns,'-' $100, H. E. Meinhold, 502 West
25th street, N. Y. ; (6) "The Cabin," $75,
Louise Jacques, Auburn, Kings County, Nova
Scotia; (7) "Rio Del Mar Service Station,"
$50, Mrs. Harrison N. Lusk, Aptos, California.

Tlie second competition, which was archi-
tectural in character, was concluded JMarch
15 and offered prizes fof the best original
designs of stands which will improve the pres-
ent conditions. Ten awards, five for stands
without gas stations and five for stands with
gas stations, were made, the amounts ranging
from $500 to $100 in each group.

Tlie basis of the awards was :

1. Fitness of the design as a Avhole to meet
the needs and spirit of the problem,

2. Estlietic merit of the design.

3. Excellence and ingenuity of plans.

4. Practicability and economy of construc-
tion.

The third com])etition, which has just been
announced by the Adolf Gobel Company, is
for the purpose of encouraging tlie building

of stands from information gleaned in the first
and second contests. $100 each wiU he paid
for the first fifteen stands that are huilt from
the prize-winning designs. Complete plans
and specifications of any of tlie prize-winning
stands may be had for the nominal cost of $20.
Re(piests should be addressed to Secretary of
Wayside Refreshment-Stand Competitions in
care of the Art Center, 65 East 56tli street,
New York.

Stands must conform with the prize-win-
ning designs, must be in harmony with the
surrounding landscape, and must show good
taste and restraint in the use of advertising
matter. Photographs of the completed stand,
ready for opening, must be submitted to the
Art Center, together with the name of the
architect whose plan was used, and an esti-
mate of the cost of construction.

The fourth competition will be of the nature
of annual aAvards over a term of years for the
good appearance and upkeep of those stands
which have been built as a result of the second
and third competitions.

TRIBUTE TO ROAD BUILDERS

To the builders of the highways

That skirt the canyon's brink,

To the men wlio bind the roadbed fast.

To the men who grade and the men who bUist.

I raise my glass and drink.

Theirs the great endeavor.

And the deed of high emprize.

For they fight with naked hands

'Gainst forest, swamp and shifting sands,

And the fury of the skies.

To the builders who have fallen.

Whose graves mark out the line,

To the blind, -who never more shall see.

To the maimed that halt in their misery,

In silence drink your -wine.

For them no crashing volleys,

Nor roll of nmllled drums,

Only the roar of the great rock blast

Is their requiem song when the day is passed,

And the final darkness comes.

To the engineers, the wizards,

Whose words brook no delay ;

Hearing, the sleeping glens awake.

The snow plumed hills obeisance make —

And lo ! the Open Way !

For them no flaunting banners

When a bitter fight is won ;

No cheering thousands in the streets,

These gallant heroes ever meet.

Though dauntless deeds be done.

— Evelyn Gunn.

CAUroh'X/A HIGHWAYii AND PUBLIC WORKS

21

Appointments Are

Announced on

Highway Staff

Aimonncoment of appointments to jjositions
in the Division of Ili<>'lnvays lias been made
by C. H. I'nreell, State Iliji'hway En<>'ineer,
as follows :

T. H. Dennis, who has been serving? on the
headquarters statf as Acting Maintenance
Engineer, has been appointed Maintenance
Engineer.

Chas. 11. Whitmore has been appointed Dis-
trict Engineer of District L with headquarters
at Eureka. Mv. Whitmore was formerly
Assistant District Engineer of District IV,
with headquarters at San Francisco, and was
also Assistant Construction Engineer with
headquarters at Sacramento. Mr. Whitmore
succeeds T. A. Bedford, who resigned to
accept a position in Cuba.

R. E. Pierce and E. E. Wallace have been
appointed District Engineers for District X,
headquarters, Sacramento, and District VI,
headquarters, Fresno, respectively. Both have
been serving in an acting capacity.

Suhwaij Is Widened;

Traffic Hazard Cut

At Small Expense

A considerable hazard to highway traffic
has been eliminated on the highway betw^een
lone and Jackson where an old narrow sub-
way under the Amador Central Railroad has
been widened at a very moderate expense.

The old structure consisted of a truss on
timber foundation and bents with only 14
feet clearance across the highway. A num-
ber of accidents occurred here, and when the
county board of supervisors agreed to
cooperate in the building of a wider structure,
plans W'Cre made of several different types of
construction, the one adopted having six 30-
inch I beams on timber bents with concrete
foundations, and having a 24-foot clear wddth
across the highway.

The construction was handled by the Tenth
District. The county furnished all labor and
materials for the concrete foundations. The
railroad company furnished labor and
materials for the track work and all labor
and materials for connecting either side of
the subway, and hauled timber and steel over
their railroad free from lone.

The cost to the state for this improvement
is $3,400, which is a very small item.

San Bernardino and
Redlands Now Served

by New Projects

Two STATE HIGHWAY reconstruc-
tion projects netting over fourteen
miles have been completed in the
vicinity of San Bernardino and Redlands
since October, 1927.

Over nine miles of the Foothill boulevard
(San Fernando to San Bernardino) extend-
ing westerly from San Bernardino has been
widened and resurfaced with asphaltic con-
crete pavement 30 feet wide. This is the first
contract to be completed on this route and is
typical of the improvement soon to be ex-
tended to Claremont under a second contract.

Nearly five miles of the Los Angeles-
Imperial Valley highway has been recon-
structed between Redlands and the River-
side County line. The completed road is a
Portland cement concrete pavement 20 feet
wide. Three-foot salvaged macadam borders
were placed along each edge of the pavement.

Both projects can now be traveled with a
sense of keen enjoyment. The Foothill
boulevard, formerly a highway of the straight
and narrow type, is now impressive for its
roominess. The natural ease and safety of
driving over the new pavement permits look-
ing to the side and accentuates beauty in the
even lines of the highway and the bordering
trees and orange groves.

The Redlands project has been transformed
from a road with a broken and uneven sur-
face to a smooth concrete pavement. The
wdiite strip of pavement can at times be seen
for a considerable distance ahead avoiding
low hills with easy curves or crossing slight
ridges and depressions with neatly finished
cuts and fills.

Carl B. Wirscliiug Resigns

It is wdth regret that District VIII an-
nounces the resignation of Carl B. Wirsching,
Assistant District Engineer. Mr. Wirsching
leaves the state service to go with the Rock
Producers Association of southern California.

Bill tells a friend of bis — a beginner at golf — wbo,
wben asked bow he came out on tbe first day on tbe
links, replied tbat be made it in eigbty.

"Eighty." ejaculated Bill, "that's really remark-
able. Most oldtimers would env.y you that score.
You'll surely be an enthusiast from now on."

"Yes," said the novice, condescending, "I'm going
back tomorrow and try the second bole."

VALIFORMA HIGHWAYS A2\D PUBLIC WORKS

Contractor Solves

Problem of Moving
Finishing Machine

The operation of the 30-foot asphaltie con-
crete raking and finisliing machine on the
recent footliill bonlevard project presented
some unusnal moving problems.

Specially constructed for raking and finish-
ing asphaltie concrete surface mixture for the
full width of 30 feet this machine ''vas neces-
sarily heavy. During operation its entire
Aveight is carried on car wheels running on the
side forms as a guide or track. To secure
rigidity in the frame of such a wide machine,
it is necessary that the transverse members of
the frame be rigid steel trusses. Except by
driving by its own power on a 30-foot gauge
track moving this machine would appear to
be a job for special equipment.

The contractor, Mr. Steel Finley, found that
the job could easily be done with two of the
dump trucks he uses for hauling the asphaltie
mixture from the plant to the highway.
Operation number one was to roll the machine
by its own power on planks laid temporarily
under the wdieels to a position parallel with
the highway. When the machine was turned
to this position, dump trucks were backed to
each end of the machine with bodies raised
as for dumping material. A heavy chain was
passed across the rear end of each dump
body and fastened to the end of the machine.
The dump bodies were then lowered to hauling
position. Due to the slightly forward position
of the hinges this caused a raising of the
extreme rear end of the dump bodies thereby
lifting the finishing machine from the ground.
The remainder of the moving was a matter
of team work of the two truck drivers, one
driving forward and the other backing, both
moving at the same speed. At the end of
the move, the operation was reversed and the
finishing machine returned to its working
position across the highway.

The machine was moved a number of times
during the progress of the contract. It was
first moved from the railroad station to the
San Bernardino end of the job. A few days
later it was picked up and moved across Lytle
Creek bridge, later it was moved from Rialto
to the westerly end of the contract, later over
an exception at the Pacific Electric Railroad
crossing, and finally it was moved back to the
railroad yards to be reshipped.

THE JULY TRAFFIC COUNT

(Continued from page S.)

Route 13. Salida to Sonera

July, 1927 July, 1928

Sun. Mon. Sun. Mon.

Station 17 18 15 16
Ea-st of Saliila, at Mflh-niy's Ave. to

Modesto l,3.iS 1.123 1,385 1,260

Oakdale, west of city 1.368 1,118 1,496 1,179

Sonora, south of city l,.fOO 1,089 2,304 1,740

Sonora, east of city 2,321 1,226 1,850 1,174

Route 14. Albany to Martinez

AUiany, at county line 22.683 14,944 21,947 13,830

Junction county road to Riclimond 17,365 10.041 18.329 10,657

Junction Franklin Canyon road 9,473 4,466 9.762 4,631

Crockett, 1 mile south of city, junction

county road to Crockett 2,656 1,550 1,980 1,308

Martinez, west of city limits 1.595 664 1.319 692

Route 15. Fra!;i Route I near Calpella to Grass Valley

rkiah, north at .junction route 1 1.049 641 889 620

Mendocino and Lake County line ■ 545 315 not taken

Near Venada, junction county road to

Bartlett Springs 102 64 167 116

Williams, west of city :W1 477 435 494

Williams, east of city 471 431 458 431

Colusa, east of city 1,197 896 802 673

MaiTSVille, east of city 766 575 1,054 684

Grass Valley, west of city 508 370 575 322

Route 16. Hopland to Lakeport

Hopland. at juncUon route 1 755 631 776 808

Lakeport, south of town 830 778 993 088

Route 17. Roseville to Nevada City

Roseville, east of city 3,549 2.088 3,761 2,139

Auburn, south of city at S. P. R. R.

crossing 3,430 2.188 3,367 1.978

Auburn, north of city at junction Coun-
try Club road 1,565 885 1,447 766

Grass Valley, south of city 1,651 859 1,405 678

Nevada City, south of city 1,598 1,197 1,599 1,236

Route 18. Merced to El Portal

Merced, at intersection county road and

21st street 2,341 2.146 2,G84 2,269

Merced, 12 miles east at junction county

road to Le Grand 1.069 1,009 1,847 1.186

Mormon Bar, at junction county road to

Mormon Bar 2,231 1,670 2.413 1,477

Bricebure, Bear Creek bridge 1,853 1,363 1,663 999

Route 19. From Route 9 West to Claremont to Riverside

Between Pomona and Ontario, at Chino

cross roads 6.026 3,559 9,804 6,872

Los Angeles County line, east limits of

Pomona 11,835 6,922 10,677 7,071

Riverside, west of city near Santa Aim

River bridge 7.165 6,215 6,554 5,500

Route 20. Route I near Areata to Redding

Areata, north of city at junction route 1 704 618 1,647 831

Weaverville, 3 miles south 144 132 122 133

Between Redding and Tower House 197 176 310 208

Route 21. Route 3 near Richvale to Quincy

Oroville, cast of city 1.20S 642 1.149 707

Quincy 351 319 312 269

Route 22. San Juan Bautista to Route 32 via Hollister

San Juan Bautista, soutli of cily at

junction route 2 2,209 1,463 2,662 1.525

Hollister, junction route 32 971 580 1,130 614

Route 23. Saugus to Bishop

Saugus, juncUon with route 4 3,661 2,230 4,733 2,669

Lancaster, junction with route 59 to

Neenach 1,216 906 1,410 1,188

Freeman, 1 mile north, junction to

route 57 361 287 3S0 222

Lone Pine 1,308 1,166 887 813

Bishop, half mile north junction county

road north and county road easterly 1,163* 889 1,200 895

Route 24. Rojte 4 near Lodi to Valley Springs

Lodi, junction route 4 1.333 1,102 1,548 1,180

Bet. San Andreas and Valley Springs.— 769 405 767 359

* 24 hour count.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

L>3

Route 25. Nevada City to Downievillo

July, 1027 July, 1928

Sun. Mon. Sun. Mon.

Station 17 18 15 16

Nevada City, north of city. .^(n 264 382 240

ComiitonvUle. north of city 2(10 211 289 230

Route 26. San Bernardino to El Ccntro

San T!ernar<lino. S. of city at N. end of

Santa Ana Br. county rd. to Colton. 3,450 2,039 3,234 2,182
At intersection Mt. View Ave., west of

Kedlands 2,270 1,593 3,104 2.001

Beaumont, junction Jaclj Babbit Trail.. 3,708 1,178 1,830 1.282
Ooachella, soutli of city at junction

county road to Tliermal and Mecca. 885 724 917 1,123

We^tnuirehmd at railroad crossins 1,136 1,162 1,529 1,432

Brawley JuncOon, south vest of city 2,383 2,998 1,793 1.926

KI Ccntro. west of city, junction Bt. 12. 2,220 2,432 2,240 2,477

Route 27. El Centro to Yuma

El Centro, east of city at junction county

road north to Brawley and south to

Calexico 2.125 2,081 1,711 2,220

East of lloltville 1,122 1,085 1,102 1.504

Sand Hills maintenance station 380 275 492 390

Yuma, at S. D. A. plant quarantine

station 2,145 1,541 1,922 1,006

Route 28. Redding to Nevada line via Alturas

Redding, south of city at junction with

route 3 624 571 527 567

Four miles east of Pittville at mainte-
nance station 115 89 142 98

Canljy 132 135 213 181

Twelve miles east of Alturas at mainte-
nance station 162 60 134 78

Route 29. Red Bluff to Nevada line via Susanville

Red BlulY, east at junction route 3 411 405 052 599

Susanville, 1 mile west of town 961 466 1.130 584

Susanville, 1 mile east of town 1,237 1,075 1,230 1,082

Five miles south of Constantla 222 124 191 143

Route 31. San Bernardino to Jean

San Bernardino, north of city at junction

Mt. Vernon and Highland Aves 2,403 1.309 2,247 1.313

South of town limits of Victoi-ville 1,229 994 1.400 1,009

Southwest town limits of Barstow 640 645 822 670

Nevada state Une 143 135 212 234

Route 32. Route 2 near Gilroy to Route 4 near Califa

Hollister, junction with route 22 1,634 1,015 1,010 900

Pacheco Pass at Merced-Santa Clara

County line 1,565 943 1,809 998

East of Los Banos at junction county

road to Bos Palos T05 483 1.694 1,270

Califa 870 029 870 695

Route 33. Paso Robles to Route 4 near Bakersfield

Paso Bobles, east of city 1,379 1,428 1,297 1,317

Paso Kobles, hi mile east of city 888 951 888 901

Lost Hills, intersection of Main St 340 375 405 398

Route 34. From Route 4 near Arno to Pine Grove

Tuin Cities, junction route 4 509 308 375 287

West of lone, jmiction county road to

Michigan Bar 324 142 230 111

North of Jackson, junction route 65 to

Placerville 796 544 915 628

Pine Grove, east of town 453 230 503 IJ-

Route 37. Auburn to Nevada line near Verdi

Auburn, east of city 2.190 1,455 2,276 1,425

Colfax, east of city, junction Nevada

City road 1.493 934 1,729 968

Truckee. east of city, junction route 38

to Nevada 1.377 820 949 586

Route 43. San Bernardino to Big Bear Lake

Foot of Waterman grade 2.109 080 2,957 831

Pinecrest, junction county road to Arrow-

head Lake 838 244 1,204 309

Running Springs Park, Junction City

Creek road 757 324 1.0o2 o71

West end of bridge over Big Bear dam.. 699 581 1.301 o-d

One mile from end of route 43, junction ^

county road to Pine Knot 442 328 4bS -or

Route 44. Boulder Creek to Redwood Park

Bouldrr ^veek at park line 2,010 1,100 2,126 1.259

Route 47. Orland to Chico

July, 1927 July,

Sun. Mon. Sun.

Station 17 18 15

Orland. junction with route 7 374 306 698

Chico. west of city 1,261 999 1,458

Hamilton City, at Union Higli School... 337 229 850

Route 48. McDonalds to Wendling

McDonald, junction route 1 201 200 275

Wcnilling, 3 miles west of town 015 259 427

Route 49. Calistoga to Lower Lake

North of Calistoga at foot of grade 1,019 528 1,320

Lower Lake, junction Kelseyville and

Lower Lake road 507 294 527

Midilletown, junction Cobb Mtn. road.. 1,273 599 1,015

Route 51. Santa Rosa to Schellville

Santa Rosa, east of city 3,751 2,532 4.100

Scliellville, junction route 8 1.714 020 2,487

Route 52. Alto to Tiburon

Belvedere, junction 1,410 779 2.205

Route 53. Fairfield to Lodi

Denverton, at overhead crossing 572 300 671

Rio Vista bridge 1,580 1.093 1,565

Walnut Grove 558 384 518

Thornton, intersection county road 1.367 796 1,398

Lodi, north of city 1,540 951 1,258

Route 55. San Francisco to Spring Valley Dam

At swimming pool 10,395 2,031 9.341

Junction witli county road to Colma 5,941 752 5,809

Junction witli county road to Belmo)it at

earth dam 3,745 530 4,020

Route 57. Santa Maria to Freeman via Bakersfield

Santa Maria, north of city at junction

route 2 193 88 203

At San Luis Obispo-Kern County line... 268 107 276

Maricopa, west of city 846 543 535

Bakersfield, 1 mile east of city limits—. 2,703 2,393 2,110
Bakersfield, 10 miles east at country club

road 1,039 244 1,098

Bodfish, at intersection route 57 with

county road to CaUente 229 109 255

Route 58. Mojave to Topoc

Barstow, north of city at junction comity

road 235 221 266

Daggett, junction Arrowhead trail 274 297 647

A'icinity Amboy 217 177 305

Needles, west of city limits 506 494 611

Route 60. El Rio to San Juan Capistrano

Santa Monica. 500 feet west of Santa

Monica Canyon 15,486 7,213 *27,535

Lomita 11,222 6,058 10,261

Seal Beach, at Los Angeles-Orange County

line 18,889 8,500 20,786

Route 63. Big Pine to Oasis
Big Pine, junction route 23 66 101 68

Route 64. Mecca to BIythe
Desert Center 53 58 84

BIythe, S. D. A. quarantine station 90 55 157

Route 65. Auburn to Sonora (Mother Lode Highway)

Auburn to wire bridge 404 189 192

Placerville, northwest of city, junction

Georgetown road 210 168 192

El Dorado, south of city 100 116 260

Central House 293 144 488

North of Jackson, junction route 34 625 554 853

South of San Andreas, at Sheep Camp_. 843 561 904
West of Sonora, junction county road

soutli to Jamestown no count

Route 66. Manteca to Route 5 near Mossdale School

Mossdale, junction route 5 3.085 2,094 5,350

Route 68. San Francisco to Burlingame

San Bruno, junction with route 2 to San

Francisco 8,175 4,355 3,685

North city limits of South San Francisco 7,870 4,744 10,006

Route 71. Crescent City to Oregon line

Crescent City, north of maintenance yard 1,083 572 902

At Oregon- California line 218 168 318

* Taken at ditferent station, but comparable.

1928
Mon.
16

652

1,287

515

316
359

383

881

2,458
878

370

1,177

391

946

1,101

1,166
644

87
353

1,922

192
105

226
517
270

471

•7.421
6,842

8,516

58
119

131
103
392
813
641

2,581
5,872

872
257

24

CALIFORXIA HIGHWAYS AXD PUBLIC WOBKS

THE DISTRIBUTION OF

STATE HIGHWAY .AIONEYS

(Continued from page 6.)

Covering as wide a geographical area as
does the work of tlie Division of Highways:
involving as many different projects as it
does, and employing as many people scattered
over the whole state as are engaged in build-
ing the California highway system, the
accounting methods by which highway money
is disbursed become of great importance.

The rule is that no money can be spent
witliout A\-i'itten authorization given in ad-
vance of its expenditure. This rule is severely
inforced. Allotments for all work are set up.
If for any reason an allotment proves insuf-
ficient a supplementary authorization must
be secured before the work can be continued.
In this way disorganized expenditure of state
highway money is avoided and an immediate
check is maintained upon all persons respon-
sible in its disbursement.

THE BUDGET

The most radical change in highway spend-
ing methods in the history of the California
system was undoubtedly the inauguration of
the budget system by Governor Young.
Through the budget the people are informed
of where and how highway money is to be
spent in advance of its actual disbursement.
At every legislature a complete budget of
recommended highway expenditures, along
Avith other proposed expenditures of the state,
is submitted to that body. The budget
system is a proper recognition of the change
in highway financing from the "stop-go"
bond issue plan of highway financing to the
"pay-as-you-go" method now in vogue. The
budget enables the jieople to ''sit in" on the
expenditure of higlnvay money just as they
''sit in" in raising this money. The budget
is a duty and a trust that both the state
administration and the Department of Pub-
lic "Works takes most seriously.

"We have attempted to give a birds-eye view
of the limitations imposed by law upon the
highway officials and the policies that deter-
mine the how, when and Avhere of highway
expenditures witliin the discretion permitted
these officials. The record of state highway
expenditures in California is that millions of
dollars have been spent without taint of graft,
or breath of scandal. This is a record of
which California can be proud, a record which
is a badge of honor to all wlio have been con-
nected with the work.

State A iding the

Puncture Vine Control

Of interest to the farmer and landowner are
the efforts of the Maintenance Department of
the Division of Highways in controlling
noxious weeds witliin the highway limits.

Particular attention is given each season to
the control of puncture vine. This pest re-
produces itself from seed continuou.sly,
almost, from the time it starts above the
ground. It thrives amazingly during the hot
weather and constant watchfulness is neces-
sary to make any headway in its control.

During 1927 the roadsides along 575 miles
of the state highways were sprayed once at
least and on many miles several applications
were necessary.

There are four orchard power .spray out-
fits regularly assigned to this work and a num-
ber of small pump outfits for infestations of
slight extent. Spray material made of stove
distillate, fuel oil. and caustic soda mixed
M-ith water is used. The cost of the work in
1927 was $8,200.

HIGHWAY WORKERS ARE

COMMENDED BY SOLANO

COUNTY FARM BUREAU

THE SOLANO COUNTY FARM BUREAU

R. F. D.. Suisun. California, June 12. 102S.

Mr. R. E. Pierce.
Acting Engineer. District No. 10.
Division of Highways. Strub Building.
Sacramento. California.

Dear Sir : Several serious fires have occurred
recently in the vicinity of Suisun and Fairfield. There
was a particularly bad fire on the Leslie Anderson
ranch near Cordelia last week. At that time. Mr.
C. L. Caine. Foreman of Maintenance District No. 10,
brought his highway crew and did exceptionally fine
work in helping fight the fire. Mr. Caine and his men
stayed until the fire was out.

We wish to commend Mr. Caine for his splendid
work and thank him and your department for this
assistance.

Assuring you of our appreciation, we are

Very truly yours,
SOLANO COUNTY FARM BUREAU,

Asa Jj. Scarlett, President.
AS/KS

IDAHO plans to apply oil on .300 miles of state
highways during 10l.*8. concentrating this mileage
along the Yellowstone Park Highway, the Old Oregon
Trail, and the North and South Highway. Contracts
will be let for most of this work.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

25

Pioneer Compares
Stage Driving with
Modern Bus Ways

l>ii Ai.MON CooNUOD, Engineor, Di.stiict lOislit,
Division of Ilighwnys.

The rosponsibility of stage drivers is increasing.
Tlie hnssea are being built larger with more capacity
and tlie traffic on the highways is increasing the
chance of collision or injury to passengers many fold.
Such was the gist of a conversation which started
between the writer and the driver of a modern auto-
mobile stage en route over a modern highway in Cali-
fornia. It happened that I occupied that part of the
fi'ont seat next to the driver's seat. An hour or more
would pass before the next stop. No sign hung on
the windshield to forbid talking to the driver and
merely watching the road ahead had become monot-
onous.

The subject seemed to amuse the driver, a broad
smile crept over his face and then he began. "You
should hear what the old gentleman who sat next to
me a few days ago had to say. I had boasted some-
what of the number of life lines I held in my hands
as I held the old bus between the line of passing
automobiles and the right-hand edge of the pavement.
The old man gave me the laugh and began as fol-
lows : 'In my day stage driving was the most skilled
of professions. To get the job the driver must serve
an apprenticeship for a number of years. He must
know the roads as well as men and horses and must
be highly trained in the use of rawhide ropes and
whips and firearms.

Along the stage lines at convenient distances were
stations where supplies were kept and there was board
and lodging for men and horses.

Each day at noon the stage came to a sliding stop
before one of these stations. The stage driver immedi-
ately took command of the entire station. He sat
like a statue in his top story seat until the attendants
had taken the horses. The passengers remained in
their seats until the stage driver had dismounted.

He walked straight to the dining room where stood
the long table crowded with steaming hot food. The
passengers followed, but remained standing until the
stage driver was seated.

He sat at the head of the table. The passengers
sat quietly and no one tasted food until the stage
driver had started eating.

After the meal he arose from the table and walked
to the barroom. The bartender filled his glass from
his special bottle. The passengers arranged themselves
along the bar but no one took a drink until the stage
driver had taken his drink.

As he passed out the door of the station one attend-
ant helped him put on his coat while another gave
him his hat and a big black cigar. He walked to the
stage where the fresh team was waiting, but the pas-
sengers did not take their seats until the stage driver
was in his seat.

The horses had been hitched to the stage blind-
folded and each animal was held by the bit by an
attendant. To insure an even start the less spirited
beasts wei-e cudgeled.

The stage driver sat still in his seat until the lines
were handed to him by an attendant. At a warning
signal the passengers settled in their seats and grasped
the leather hand holds. Then by cracking his whip
and releasing the break with the heel of his boot, the
stage driver gave the signal for the start. The bliud-

Sfiidtj Ls Made of

Toll Iiri(l(/('H ou

Roads of Nation

TOLL imiHOES numbered 2?,?>, of which 191
were privately owned in operation in the United
States January 1, 1!)2S, according to a survey
recently completed by the Bureau of Public Roads,
Department of Agriculture.

At present, there are 29 new toll bridges under
construction and ir>.'5 i)i-oposed for construction.
Included in the number proposed foi' construction ar(!
all i)rojected bridges regarding which some definite
step has been taken, such as the filing of application
for franchise or organization of a company to finance
construction.

Of the 2?>?i toll bridges now in operation, SO were
built within the last 10 years, according to the survey.
If the bridges now under construction or proposed are
completed, and none of the existing bridges is freed
in the meantime, the number of toll bridges in the
United States will nearly double in a few years.

BRIDGES ON FEDEKAL-AIDEU ROADS

The study also shows that the majority of toll
bridges in the country are on roads which are part
of the Federal-aid Highway system, the reason being
that this system of 180,000 miles includes the most
imp(jrtant state and interstate roads, which are con-
sequently the most heavily traveled roads in the
country. Of the 423 toll bridges in operation, under
construction, or proposed at the beginning of the year,
217 or more than half were on the Federal-aid systems,
60 were on roads included in state highway systems
but not in the Federal-aid system, and 148 were on
other roads.

GRANTED LEAVE OF ABSENCE

A leave of absence for three months has
been granted E. Forrest Mitchell, secretary
of the California Highway Commission. Dur-
ing his leave of absence, Mr. Mitchell will con-
tinue the work he carried on during his
vacation, when he was in charge of the Hoover
state headquarters in San Francisco.

folds were dropped from the eyes of each animal and
the stage lurched forward on its rocking journey
along the dusty trail.

'Now,' said the old gentleman 'I'm not saying a
word about fighting Indians or holdup men or any-
thing about the roads in those days, but until the
stage was stopped at the next station the driver was
responsible for himself, the express and mail on
board as well as all the passengers.'

'There,' said the old man, pointing at an object
beside the road, 'that stone marks the grave of one
of the early stage drivers.'

"I looked at the stone," said the modern stage
driver, "and saw it was onl,y a mile post but I did
not wish to remind the old gentleman of his failing
eyesight so I did not tell him of his mistake. After
all who knows but that the old timers buried their
gallant stage drivers a mile apart and marked their
graves with milestones. It is a positive fact, how-
ever, that the man holding the leather straps, a steer-
ing wheel or the throttle of a locomotive is responsible
for his passengers."

26

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Puzzling Drainage
Problem Solved on
Contra Costa Road

The question of drainage is a most vital one
in liiglnvay construction and maintenance.

On the highway between Oakland and
^lartinez it was found necessary to build a
portion of the road near Rodeo over an old
reservoir. Tlie bottom of this reservoir was
silted up and a fair-sized creek, Rodeo Creek,
liad left its former course and eaten a way
over to the liigliway which it followed for
about a half mile. During heavy storms of
1926-27 and 1927-28 the seepage of water into
the silt subgrade softened it until it squeezed
out and caused settlement of the roadbed and
it was evident that in time this section of
road would be totally destroyed.

The problem had been under discussion for
some years, with the idea of cutting a new
ditch channel to keep the water from
approaching the roadbed, but objections from
])roperty OAvners were too great to allow of
this solution.

After studying the situation with the idea
of building a flume or culvert to carry the
water safely over the dangerous section,
negotiations Avere again taken up Avith the
neighboring })roperty OAvner and an agree-
ment finally reached Avhereby a neAV ditch
channel Avas cut parallel to and about 150 feet
easterly from the roadbed. This channel is
about one-half mile long and it was necessary
to cut through a small clay hill.

The Avork Avas recently completed by main-
tenance forces and has satisfactorily relicA^ed
tlie heaw roadside drainage.

Business Frontage and

Expected Population

How muoh bnsinoss property to plat in new sub-
divisiou.s and to zone for oomniorfial use in established
commimities is a question always before subdividers
and zoners.

The Chicafjn Rejjioiial Planning Association recently
undertook to determine the relationship between popu-
lation and the amount of business frontage. The
Association made measurements in forty cities and
vill.-iges in the region of Chicago. Thirty-two of the
communities measured were medium sized suburbs
both residential and industrial, in varying direction.'^
and distances from Chicago. Eight larger cities wei'e
used.

At each place exact measurements were made of the
gi'ound floor store frontage actually in use and the
number of stores was recorded under fifteen main
classifications.

Ai)proximately 50 feet of business property are in
use by every 100 persons in the forty cities and
villages measured.

Th
industr
fronta

The
no diff

The
zoning
frontaj
as a b
erty.

character of the comnuinity (residential or
•ial) has little elTect on the amount of business
e in use.

area covered by the community makes little or
erence in the relationslii]i.

Association recommends that subdividers and
authorities adopt the figure, 50 feet of business
je for every 100 persons of expecti'd pouplation,
iisis for platting and for zoning business prop-

States Show Tendency

To Increase AUoivahle

Speed of Auto I'raffic

At least ten states increased the allowable speed
limit on open highways outside of corporate limits,
during the past year. The American Automobile
Association gives the following states as having
increased their limits :

Idaho — From 30 to 35 miles an hour in the open
country.

Indiana — 35 to 40 miles an hour.

Iowa — 20 to 25 miles per hour in residential dis-
trict of cities.

Maine — 8 to 15 miles at street intersections in
built-in areas of municipalities.

Maryland — 35 to 40 miles an hour on highways
outside of cities.

New Hampshire — 25 to 35 in open country and
from 15 to 20 miles in business sections of munici-
palities.

North Carolina — 35 to 45 miles an hour in open
country.

North Dakota — 30 to 35 miles an hour on high-
ways outside of cities.

Oregon — 30 to 35 miles per hour.
Washington — From 30 to 40 miles an hour.

Michigan Speed Limit Abolished

The state of Michigan has abolished the speed
limit on open highways throughout the state. A new
traffic law, which has recently gone into effect, elimi-
nates the previous 35 miles an hour maximum and
puts in its place a provision which places upon the
motorist the respcuisibility for driving only at a
reasonable and proper speed. This applies only to
the highways outside the corporate limits of cities.
The new law sets a limit of 15 miles per hour on all
highways in the business district and 20 miles an
hour in residence and park districts, subject to other
speed regulations adopted by local committees.

In Indiana

The forty-mile-an-hour legal maximum speed has
been adopted in Indiana under a new vehicle code.
It also provides that no person other than a police
officer in uniform is permitted to interfere with traffic.

Can Not Advertise Speed

Auto salesmen in the state of Washington are for-
bidden to refer to the speed of their cars in advertise-
ments. This law has been passed with the hope it
would decrease reckless driving.

VIRGINIA — During the past year the state used
an allotment of .$1,250,000 for improving secondary
roads.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

State Highway Work in the Counties

ALAMEDA COUNTY

Ariss-Knapp Company of Oakland have been busily
engaged during the past month in completing oil
macadam pavement between Dublin and Hayward.
Construction on this project began during the summer
of 19 27 and has therefore extended through the heavy
winter season, which necessitated closing down opera-
tions for long periods at a time. Grading work was,
however, carried on between storms and at such loca-
tions as the work would permit where it did not
interfere with the movement of trafiic. Some small
line changes were completed but not until the early
spring of this year did the major heavy grading work
begin and rough subgrade completed for placing of the
bituminous macadam pavement. Both grading work
and rock surfacing have been carried on continuously
of late and the roadbed was completed to a state
where it was permissible to throw the entire road open
to both east and westbound traffic prior to July 4th.
The contractors had worked with this in mind knowing
that the heavy holiday traffic would traverse their
contract and it left little for them to do other than to
force to an early completion. The contract will not
be completed within the original allotted time but
will be extended for a short period in order to allow
of completion of shovilders, side roads, cleaning out
of ditches, culverts and other work pending final
acceptance, which it is hoped will be made sometime
the forepart of August.

The construction of three reinforced concrete bridges
across Hollis, Palomares and Cull creeks has permitted
Ariss-Knapp Company to complete the approach fills
and paving over these structures. The completion of
this unit, together with that section constructed
between Dublin and Livermore during the summer of
1927, completes our work during the present biennium
in this section of Alameda County.

The entire distance of 16.88 miles is much improved,
affording better sight distance and reducing many
hazards which formerly existed.

ALPINE COUNTY

A few weeks ago a small replica of the St. Francis
Dam disaster occurred in Alpine County when an irri-
gation dam, known as Crater Lake Dam, located near
Hope Valley burst and the flood waters crossed the
state highway depositing large boulders and debris
of all kinds along the frontage of approximately one-
quarter of a mile, making it necessary to build a
detour road to take care of travel. This was par-
ticularly annoying as it happened on the day we had
scheduled for the opening of the Alpine Highway which
had but one remaining barrier, the snow drifts on
Red Lake Grade. With the aid of the maintenance
crews from the Amador County side both the snow
removal and the detour road were taken care of and
the road was opened on the evening of the day planned
for the opening.

Preliminary survey is progressing on Route 23 con-
necting Markleeville with Route 23 near Coleville,
in Mono County.

AMADOR COUNTY

The Alpine Highway has been treated with oil
from Pine Grove to Ranger Station, greatly improv-
ing this road as no oil had been placed above Dew
Drop Inn in previous years.

The contract to G. E. Finnell for grading east of
Jackson is nearly complete.

BUTTE COUNTY

Construction of the wooden convict camp for the
accommodation of prisoners who will construct the
Feather River Highway north of Oroville, was com-
l)!eted in June, and the first convicts were received
early in July. Work is now well under way on the
grade, and the actual highway will be in evidence
from now on.

CALAVERAS COUNTY

State forces are clearing a new right of way at
Blacks Springs, removing trees and brush prepara-
tory to asking for bids for the construction of 2 miles
of new road to eliminate the Black Springs Grade.

CONTRA COSTA COUNTY

The approaches to the Wilcat Creek Bridge near
Richmond, recently completed by Tieslau Bros, of
Berkeley, have been oil treated by District IV main-
tenance forces. The entire work is now completed and
open to traffic.

DEL NORTE COUNTY

The contract for producing crushed rock surfacing
and oiling 35 miles of state highway, southerly from
the Oregon-California line on the Redwood Highway,
has been let to the Holdener Construction Company, and
the contractors are preparing to immediately set up
their crushing plants and begin operations.

On the Roosevelt Highway, bids have also been
received for the surfacing between Crescent City and
a point 0.7 mile south of the Oregon line. The
Holdener Construction Company are also low bidders
on this woi'k, and it is expected that they will immedi-
ately begin work on this contract also.

John R. Hill was the low bidder for constructing
0.7 of a mile on the Roosevelt Highway, from the
Oregon-California line, southerly to connect with the
Holdener Contract of surfacing.

H. W. Webber is progressing satisfactorily in the
production of approximately 9000 cubic yards of sur-
facing material to be used in connection with sur-
facing and oiling of state highway between Crescent
City and a point 15 miles southerly.

On the two contracts which have been awarded to
J. E. Johnston of Stockton, for constructing approxi-
mately 10 miles of state highway between the
southerly Del Norte County line and a point 15 miles
south of Crescent City, the contractor has moved
approximately 24,000 cubic yards of material during
the past month and by June first, it is expected that
he will have five power shovels working double shift
in order that he may complete his work before the
winter season. There are only a few points along the
Johnston contract which interfere with the present
traveled way and therefore, this work will incon-
venience the summer tourist traffic very little.

The Holdener Construction Company has the con-
tract for furnishing surfacing and oiling from the
Oregon-California line southerly along the Grants
Pass road for 35 miles along the Redwood Highway,
and are expected to be iilacing crushed rock on the
road by the tenth of July, 1928, from two crushing
plants and starting their oiling operations very shortly
thereafter.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS.

The Parker-Schram Company, which has the con-
tract for constructing the Smith River Bridge approach
7 miles easterly from Crescent City on the Grants
Pass road, has completed the grading oiierations to
the easterly approach to the bridge, and the founda-
tion excavations for the bridge ]iiers are being made.

The grading and surfacing of the 3.9 miles of road-
way leading uj) to the new proposed Smith River
liridge is now l)eing completed by the state forces and
the Parker-Schram Company. It is expected that three
lM>wer shovels will be in operation on the section
within another week.

Roosevelt Hifjhicay, Crescent City north to the
Oreyon Line. John R. Hill has the contract for grad-
ing and surfacing 0.7 of a mile from the Oregon line
southci-ly, and he has started his excavating and con-
structing of culverts, and it is expected will start his
grading ojierations in the very near future.

The Holdener Construction Company are starting the
clearing and grading operations iireparatory to the
widening and surfacing of the Roosevelt Highway
frcm Crescent City north 21.6 miles.

Rrdicood Hifjhu-uij. Crescent Citj/ south. State forces
are making decided im])rovement in the alignment of
the roadway from Crescent City southerly along the
steep bluffs of the coast.

.J. E. Johnston has two contracts aggregating lO.S
miles in length northerly from the Humboldt-Del Norte
lounty line along the Roosevelt Highway.

The contractor's oiierations of clearing and grading
do not interfere with the traveling public excepting
in two or three short stretches, as the new alignment
is almost entirely away from the present old county
road, which is now maintained by the state. The
contractor has five power shovels running double shift
on the work, and he intends to complete the work
during the present working season.

producing surfacing and fast getting the road in
shape for the use of the public.

The Hauser contract, which extends from Orick
notherly along the Roosevelt Highway for 8.1 miles,
is practically complete except for a small amount of
surfacing and the finishing work.

K. V. Skeels, who has the contract for two small
bridges on the ITauser contract section, has completed
the driving of the piles and his foundation work is
progressing satisfactorily.

Mercer-Praser Comi)any have just completed erect-
ing the steel for the Ijridge over Redwood Creek at
Orick and will very shortly be placing the concrete
floor.

State forces are continuing the oiling of portions
of the roadway between Scotia and Garberville, but
traffic is not l^eing inconvenienced by this work.

IMPERIAL COUNTY

The Jahn and Bre.ssi contract between El Centro
and Seeley on the San Diego-El Centro route is closed
down for the summer. The grading and culvert work
has been completed and the job has been left in shape
to start laying the new asphaltic concrete surfacing
the last of September.

The Callahan Construction Company is making sub-
stantial progress with their bridge and storm drain
contract on the Los Angeles-Imperial Valley highway
between the Trifolium Canal and Arroyo Salado Wash.
When this section of highway is safeguarded from
storm damage a contract for a 20-foot asphaltic con-
crete resurfacing will be advertized.

FRESNO COUNTY

Construction work on the Herndon Bridge over the
San Joaquin River has been started by Contractor
Carl H. Peterson of Fresno.

Additional equipment has speeded up the work of
widening and straightening the highway west of
Coalinga on Route 10. This work is being done by
day labor under the direction of Foreman O. D. Gaston.

HUMBOLDT COUNTY

Bids are to Ite received July IS, 1928, for the grad-
ing and surfacing of the roadway between Fortuna
and Fernbridge, a distance of 2 miles.

Tlie district contract calling for bids on the con-
struction of a change in alignment at the southerly
approach to the North Scotia bridge over Eel River
are being received July 5, 1928.

The Engelhart Paving and Construction Company
are again operating full time on the contract from
the northerly Humboldt County line, approximately
03 miles southerly, and the work is about 75 per
cent completed.

W. H. Hauser, who has the grading and surfacing
contract for 8.1.5 miles, Orick northerly on the Red-
wood Highway, now has his contract approximately
90 per ctnt coniplete. Traffic will be carried through
these two jobs during the summer but the control
system will be used as soon as the quantity of traffic
demands it.

Oiling work, both repairing the old work and plac-
ing of new oil surfacing, will be in progress through-
out the coming month at various points in Huml)oldt
County, between the southerly Humlioldt County line
and Big Lagoon. On all of this oil work, one of the
first considerations is the traveling public and
wherever there is any fresh oil through which it is
necessary to travel, traffic is under control and is
led through the fresh oil by a traffic officer at a slow
rate of speed, so that there will be no splashing
of the oil on the cars.

The Engelhart Contract, which extends 6.7 miles
southerly along the Redwood Highway from the Hum-
l)oldt-Del Norte county line, is progressing rapidly con-
sidering the very difficult situation of dense redwood
forests and occasionally heavy summer rain falls
which delay the work and impair traffic through the
construction at times. The contractor has made a
new set up of his rock crushing iilant, and is again

KERN COUNTY

Considerable oiling work is being done on the state
highways in Kern County and the widening and
straightening program on the Kern River Canyon Road
is being vigorously followed.

State forces on Route 5 7, through the Kern River
Canyon between Democrat Springs and Hobo Hot
Springs, are rapidly eliminating the more dangerous
curves. The increasing traffic on this road necessi-
tates a higher standard of alignment. Work is under
the direction of Foreman A. Wonacott.

KINGS COUNTY

Shoulders and roadsides from Hanford west to the
Fairgrounds have been oiled by state forces to elimi-
nate the dust nuisance, particularly during the county
fair.

LASSEN COUNTY

Work is now under way on the teratment of the
highway from the foot of Chester Grade to Westwood,
by the oil mix process. This will result in a smooth
and dustless road for traffic, over a portion which
has been quite loose and dusty for traffic duirng the
past several summers. The resurfacing of the con-
structed highway from Westwood for 2 miles east-
ward, and from Coppervale to Devil's Corral, is now
well under way, and will be completed during August.
This will result in a surface which it will be possible
to treat with oil early next summer, and this will
result in a practically continuous oiled surface from
Chester to Susanville.

Oil treatment of the constructed highway from
Lassen to Milford, by the mix method, will start aliout
the 20th of July, and will be completed in al)out a
week thereafter. The oiling of this 10 miles of road
will make a continuous pavement or oil surface from
Susanville to a point near Milford, and will greatly
relieve dust conditions on this high speed road.

Bids will be opened on the construction of a graded
and surfaced highway from Bieber to Adin this month,
and with good weather, this section may be com-

CAIJFOKNIA HIGHWAYS AND PUBLIC WORKS

29

pleted by the first of the year. The completion of this
section will shorten the present traveled road between
Bieber and Adin, and incidentally from Redding to
Alturas, Viy 4.5 miles, and as it is on excellent aliK'i-
ment, wilT result in 12 miles of very high speed road,
which will materially lessen the time of travel between
the above mentioned points.

Four miles ()f constructed highway from Bieber west-
ward will be treated with the surface teratment of
oil during the latter part of July. This will relieve
dust conditions for traffic and effectually preserve
the surface of the highway and insure its smoothness
from now on.

MADERA COUNTY

The Callahan Construction Company of Los Angeles
are making first rate progress on their contract for
reconstructing the highway south of Madera. Pro-
duction has reached over 500 tons per day and the
paving work should be completed by July 25th.

The Callahan Construction Company are maknig
Ijrogress on their reconstruction job between Herndon
Bridge and Madera. .

Carl H. Peterson is assembling equipment for build-
ing the new bridge across the San Joaquin River at
Herndon on Route 4.

MARIN COUNTY

Hanrahan Companv of San Francisco have commenced
work on the reconstruction of a portion of state high-
way from Gallinas Creek about two miles north of
San Rafael to Ignacio, the junction of the Redwood
Highwav and the Black Point Cutoff. There are
numerous line changes to be made in this recon-
struction work involving the straightening out of
manv curves, lowering of heavy grades to 6 per cent
maximum and the extension of many drainage struc-
tures. At the present time the contractors have two
power shovels employed on grading work. Also a
large force is employed in extending drainage struc-
tures. Some of the utilities are busy moving telephone
pole lines and power poles. As soon as grading work
has progressed to where it will be pemissible to begin
paving, a 20-foot second-story concrete slab will be
placed over the existing pavement for the entire
length of the improvement except on heavy fills where
a l)ituminous macadam pavement will be placed as a
temporary expedient pending final settlement.

The Yosemite All-year Highway is now oiled and in
good condition to take care of the traffic to the park
which is expected to break all records this season.
The prison camp crew near Midpines is widening and
straightening the road but the work interferes very
little with the traffic.

The convict crew at Midpines, on the Yosemite AU-
vear Highwav. are making good progress on the work
of widening and straightening the roadway from
Mariposa to the King Solomon Mines. The dirt sec-
tions of this highway have also been graded and oiled
and the road is in good shape for the extremely heavy
traffic to the park.

A survev partv under the direction of Locating
Engineer S. A. Cobb is making a survey between
Cathay and Mariposa on Route 18.

MENDOCINO COUNTY

Dav labor work is making a great improvement on
the alignment of the very narrow and crooked road-
way in the vicinity of Lane's Redwood Flat for a
distance of approximately 5 miles northerly.

Oil surfacing is being applied on an 8-mile stretch
between Piercv and Lane's Redwood Flat, on the Red-
wood Highway, and in the same vicinity the day

labor work of improving the alignment is in progress.
Both these jobs are making a wonderful improvement
in the condition of the Redwood Highway at this
point.

District IV maintenance forces have been busily
engaged during the past month in minor widening and
impi-oving of the existing traveled way on the
McDonal(l-to-the-Sea Highway, Route 48, from
McDonald's to Boinieville. The work has consisted
chiefly of cutting off sharp points and daylighting
sharp curves, thus increasing the line of vision,
Installing small wooden drainage structures and blad-
ing up the roadway and placing some broken stone or
gravel surfacing. While this work is not of a per-
manent nature it is, however, a marked imiirovement
over the previously traveled road. The principal effect
is a marked increase in running time between Boone-
ville and the Redwood Highway.

MERCED COUNTY

Highways in the vicinity of Merced are being
improved by filling the old borrow pits.

Sand shoulders and roadsides in the northern part
of the county on Route 4 have been oiled and reshaped,
providing a much more satisfactory surface free from
dvist.

Contractor H. C. Whitty has practically completed
widening bridges on the Golden State Highway .south
of Merced.

MODOC COUNTY

It is expected that bids will be opened during
August, on the construction of three l)ridges in the
town of Adin, and with favorable weather conditions,
these bridges may be completed this year. These
bridges take the place of three very old wooden
structures, which have long been a source of worry
to the local authorities, and with the grading of the
highway through the town of Adin and to the Modoc
County line on the road to Bieber, will greatly improve
travel conditions through Adin.

Work is now under way on the oil mix surfacing
of the constructed highway from Alturas 11 miles
eastward. Work will be completed in a week or ten
days. This will result in a much improved condition
for the traffic between Alturas and Cedarville, and
also to Lakeview.

Work was started during June on the improvement
of the connection from the end of Cedarville Cause-
way to the Nevada state line. This improvement con-
sists in straightening up the graded road and surfac-
ing it with gravel from pits near the state line. On
account of the extremely unstable nature of the light
alkali soil over this section, it was found necessary
to postpone this work until the early fall rains set
in, in order to make possible the construction of a
suitable subgrade. The only other alternative was to
resort to expensive watering, the cost of which would
be prohibitive. Work will be resumed at the earliest
practicable opportunity and rushed to completion, so
that the road will be in first-class condition for winter
traflic.

NAPA COUNTY

District IV maintenance forces have recently com-
pleted the oil treatment of the scenic mountain road
between Calistoga and the Lake County line on that
section of state highway commonly known as the
Ml. St. Helena Grade. The oiling of this portion of
state highway has been anticipated for the past two
years by the various improvement organizations of
Lake and Napa counties and considerable comment is
now being received from interested parties giving
favorable impressions and commenting upon the
pleasure it is to these communities to have a dustless
road over Mt. St. Helena.

The completion of this surfacing work and the
widening work recently completed by our forces in
southern Lake County will materially reduce the
running time between Calistoga, Middletown and other
Lake County points.

30

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

The new contract for the grading and crushed rock
surfacing of the section of highway from the Tehama
County line to a connection with the present road 2
miles "southwest of Chester got under way during the
past month, and excellent progress is being made by
the contractors. It is expected that this 7-mile con-
nection will be completed before the winter sets in,
and with the completion of the adjoining section from
the Tehama County line westward to Morgan Springs,
which is expected to be next summer, will complete
the gap between Morgan Springs and the vicinity of
Chester, and result in the elimination of the high
route followed by the present county road, through a
heavy sn(j\v belt.

The resurfacing of the Chester Causeway and the
mile of highway east of the causeway, extending from
Chester to the foot of Chester Grade, has been com-
pleted, and will be oiled during July, and also, the
main street of Chester will be oiled at the same time.
This will relieve a very dusty and disagreeable con-
dition for traffic which has existed for some time.

The convict camp near Paxton, on the Feather
River Highway, was completed early in June, and the
force has now been built up to 120 convicts who, with
two power shovels and other equipment, are making
rapid progress in the construction of the upper section
(if the Feather River Highway. The work is exceed-
ingly heavy on this section, and involves the movement
of very large quantities of material and the construc-
tion of an unusually large amount of retaining wall.
The section now under construction will result, when
completed, in a permanent connection to the town of
Twain from Quincy and Greenville and other points in
riimias County-.

RIVERSIDE COUNTY

A survey has been made and plans completed to
construct a portion of the Mecca-Blythe highway (Sun
Kissed Trail). The contract will extend from Desert
Center to the beginning of the oiled gravel road at
Black Butte. The project will consist of grading, con-
structing a number of timber bridges and a system of
storm channels for protection against desert floods,
and surfacing with oil treated crushed gravel.

Under this project about 22 miles will be con-
structed. Approximately 10 miles extending from
Black Butte to Blythe has been completed under a
former contract.

Graveling and oiling between Mecca and the mouth
of Box Canyon has also been authorized. This work
will be started at once.

Mankel and Staring's contract for placing premixed
oil rock shoulders from McConnell to Sacramento has
been completed. Their contract for grading the line
change at Arno is again going forward after a delay
due to water in borrow pit.

Surveys ha\e been completed and plans are nearly
complete for constructing al)f)Ut Zli miles of the
National Old Trails Highway between Daggett and
Jjavic, and about 30 miles of the Arrowhead Trail
Highway from Daggett to Beach Line. These two
projects will be graded and surfaced with oiled crushed
gravel. This is the same type of surfacing now giving
excellent service on the highway between Victorville
and Daggett.

Approximately 24 miles of the Crest route (San
Bernardino to Big Bear Lake), extending from one
mile west of the Allison Ranch to Fawnskin and from
Big Bear dam to Pine Knot is being treated with fuel
oil by the "mix in place" method. This work is nearly
complete.

SAN JOAQUIN COUNTY

The concrete paving being placed under contract bv
Fredrickson & Watson Construction Co. between
Mossdale and French Camp is progressing very satis-
factorily. A contract for rebuilding the approach to
the New Hope Landing Bridge near Walnut Grove
has been awarded to Ben C. Gerwick. Work will
start soon.

SAN MATEO COUNTY

Granfield, Farrar & Carlin of San Francisco have
entirely completed their contract covering grading
and placing of a crushed stone surface on that portion
of the Bayshore Highway from South San Francisco
to Broadway, Burlingame. The grading work con-
sisted pincipally of restoring to grade sunken areas
m the previou.sly graded road across the salt marshes.
A cru.shed stone surface 40 feet wide and S inches
thick was placed over the entire distance between
these cities. The entire contract was completed within
the allotted time even though the work extended
through the wet winter period, and these contractors,
who are new in state highway work, did a very
creditable job. The completed roadway surface was
treated with a light bituminous surfacing by the main-
tenance forces of District IV and during the past
month, since this road has been completed, it has
been subjected to extremely heavy traffic developing
in this section of San Mateo County.

The other section of the Bayshore Highway is at
present under construction commencing immediately
at the south end of the persent improved section at
Broadway, Burlingame, and extending over entirely new
rights of way and J street to Fifth street, San Mateo.
A contract for this work was recently awarded to
C. W. Wood of Manteca, who at the present time
has this grading work well under wav. The clearing
of right of way for this new line and "the actual com-
mencement of grading work has created considerable
interest m the cities of Burlingame and San Mateo
in that in a relatively short time an entirelv new
state highway will be available for fast traffic "to and
from San Francisco. While this .section is barely over
three miles in length it is a most important con-
necting link as its completion will permit of a large
amount of heavy Penin.sula traffic being routed through
the streets of San Mateo to the new road and thence
to and from San Francisco via South San Franci-sco

The most important link in the Bavshore Highway
the section between San Francisco and South San
Francisco, is being advertised for bids to be opened
August 1, 1928. This is an extremely heavy piece
of work involving a total of 805,000 cubic yards of
excavation in a length of 3J miles.

It is expected that contract will be let and a large
proportion of the garding and structures completed
before the winter rains.

SAN MATEO, SANTA CRUZ AND SANTA
CLARA COUNTIES

Pollowing the Convtri Lines along the Crest of Coast
.Uountmns: Twohy Bros, and J. F. shea Co. of
Oakland have the contract for constructing a graded
mad with cru.shed rock surfacing on the S^kvline
,i"„" ?'?'"i ^™'^'' ^!'% Pi'esent southerly terminus of the
completed road at La Honda Summit over entire new
rights of way to a connection with the county and
state roads at Saratoga Gap, a distance of 1.3.8 miles
1 he.se contractors have at the jiresent time six power
shoves that work in double shift, as follows: One
.shovel at the La Honda Summit working southerly •
two shovels at the Alpine Road working opposUe
AinTni"'^''^ ?"^ -shovel centrally located bt>tween the
^t' Ih ^T'\ """'^ Saratoga Summit and two shovels
at the Saratoga Summit working north. Ina.smuch
as thi.s contract involves over 900,000 cubic varcTs of
excavation these contractors will be busilv 'engaged
during the present summer and fall sea.son in mikfng
an effort to complete all grading work before winter
Additional forces are clearing right of wav and install
ing culverts and setting fences Ind it is ex^jecte^l th ^
contract will take approximately one year to complete

CALI FORMA JIKUIWAYS AND PUB L/C WOh'KS.

81

SANTA CLARA COUNTY

On the Peninsula Highway near Sargent, the danger-
ous grade crossing of the Southern Pacific tracl<s is to
he eliminated. Plans for an overhead crossing, con-
sisting (tf two l)4-foot thru plate girder spans and
one ;50-f()ot concrete deck steel girder span constructed
on a line change to obtain a better crossing, have
been prepared by the Bridge Department and bids
for contract are to lie opened August 1, 1928. As a
l)enerit to the traveling iniblii', this proposed improve-
ment is of inestimable value as this is one of the
most dangerous railroad crossings in the state.

The convict camp located at the Greenhorn Mine,
20 miles west of Redding, on the Weaverville road, is
now making excellent progress in the construction of
the highway over the Buckhorn Summit. This con-
struction involves some extraordinarily heavy earth
work, the yardage running very close to 100,000 cubic
yards per mile for a continuous distance of 5 miles.
It is expected that this very heavy section will be
completed in a little over a year from the present
time.

The contractors started work on the two remaining
sections of the Sacramento Canyon reconstruction
work during the past two months, and are rushing
this 12-mile section to completion before the winter
rains set in. This will complete the reconstruction of
the Pacific Highway from a point 2 miles north of
Redding to Dunsmuir, and with favorable weather
conditions during the fall, traffic may expect to travel
over a very modernized highway next winter and
thereafter.

The resurfacing of the Redding-Alturas Highway
between Montgomery Creek and Burney, is now under
way, and this will result in an IS-foot rock-surfaced
road over these 17 miles. It is planned to allow this
surfacing to go through the winter, and to oil it early
next spring.

SISKIYOU COUNTY

During the month of June the oil surface between
the Shasta River near Edgewood and the Oregon line
was completely rehabilitated, and also sand and oil
shoulders were constructed on the portion of this high-
way from Hornbrook to the Oregon line. These im-
provements have placed the Pacific Highway through
Siskiyou County in better condition than at any time
in the past.

The widening, surfacing and other improvements
which have been made all along the lower Klamath
River road, from Walker to Orleans and Weitchpec,
and also the construction and restoration of numerous
bridges on this section, have resulted in a far better
road for traffic than at any time in the past, and
greatly facilitate the heavy recreational traffic which
is going into this beautiful section of country this
summer.

Work is just starting on the construction of a
maintenance yard at Fort Goff Creek, on the lower
Klamath River, about 5 miles west of Seiad. This
yard will be a permanent station, and will greatly
facilitate the handling of the maintenance organiza-
tion on this section.

SONOMA COUNTY

Larsen Bros, of Los Banos have completed the grad-
ing and surfacing with cru.shed rock of the approaches
to the Sonoma Creek Bridge near Schellville. This
imjirovement is on a line change obviating two very
shar]) curves and the completed work presents an
improvement pleasing to the travelling public as it
includes the CDnst ruction of a new pony steel truss
span across Sonoma Creek and the grading of the
approaches to present day standards of a 30-foot road-
bed with a crushed rock surface 20 feet wide. As
soon as the work of Larsen Bros, had been completed
to a state where the rock surface was ready for oil
treatment a thin oil treated surface wa.s placed as a
dust palliative l)y the maintenance forces of Dis-
trict IV.

STANISLAUS COUNTY

Bids have been received for rebuilding the south
approach to the Stanislaus River Bridge near Ripen.
The low bidder was Mr. C. W. Wood. The contract
has been awarded but not approved. This job con-
sists of a fill to replace part of the old trestle and
three timber bents. The fill will be surfaced with
premixed oiled rock.

TEHAMA COUNTY

The convict camp engaged on the construction of
17 miles of state highway on the Inskip Grade sec-
tion, about 20 miles east of Red Bluff, is now well
organized and at work. The progress reported is
very satisfactory. This work will result in the elimi-
nation of the worst grade on the Red Bluff-Susan-
ville Highway, and it is expected the convict con-
struction will be completed early next spring.

During the past month 12 miles of road east of
Red Bluff has been oiled over the crushed rock sur-
face which was provided during the winter season.
This results in a smooth and dustless road for traffic,
over what was the roughest and most disagreeable
portion of the Red Bluff-Susanville Highway during
previous summers. Also, dust laying oil was applied
over the following 8 miles to Paynes Creek, and the
constructed highway from Paynes Creek for 8 miles
eastward was reoiled, as were several short sections
of the highway west of Mineral. The combined result
of this oil gives a very serviceable and dustless road
into Lassen National Park, and this summer season's
traffic over this recreational road will be better served
than in iDrevious years.

TRINITY COUNTY

The convict camp which started work in May, on
the section of highway between the Buckhorn Sum-
mit and Grass Valley Creek, on the Redding- Weaver-
ville road, is making excellent progress, and this sec-
tion of the highway will be completed this summer,
thereby eliminating several narrow and dangerous
sections of the old road.

With the completion of the bridge across the Trinity
River at Cedar Flat, this spring, and the general
cleaning up and the minor improvement here and
there of the lower Trinity road, travel conditions
between Weaverville and Eureka this summer have
been better than at any time in the past.

SOLANO COUNTY

I.iarsen Brothers are making good progress on grad-
ing the line change back of Cordelia. This contract
includes a concrete bridge over Green Valley Creek
and crushed rock premixed oil surface.

TULARE COUNTY

The unpaved portion of the Sierra-to-the-Sea High-
way from Three Rivers to the Sequoia National Park
boundary has been oiled and is in good shape for the
summer travel.

32

CALIFOKMA HIGHWAYS AND PUBLIC WORKS.

The unpEived portion of the Sierra-to-the-iSea lateral
connecting with the General's Highway in Sequoia
National Park, has been oiled and is serving the heavy
traffic to the park in good shape.

TUOLUMNE COUNTY

On the Sonora-Mono Highway, oil has been placed
from Sonora to Strawberry with the exception of the
government road. Between Pooleys and Long Barn,
the Big Oak Flat road has been oiled from Mountain
Pass to the South Fork of the Tuolumne River, and
from Mather Turnout to the Park Line on the Tioga
road, leaving only 17 miles on the entire Big Oak Flat
road which have not been oiled. These 17 miles are
being maintained with sprinkler trucks so the road is
free from dust.

YOLO COUNTY

The last 10 lients on the west end of the Yolo Cause-
way were lowered by state forces t(} give greater
visibility for the purpose of eliminating accidents.
The bents were lowered to a maximum cut of two
feet which made a great improvement in the structure.
Bids were recently asked for but being too high, it
was decided to do the work by state forces and all
work was completed for less than the original engi-
neer's estimate.

Rock shoulders have just been completed between
the M street subway and IJ miles east of the Yolo
Causeway.

The contract for filling the borrow pits and placing
premixed rock borders for IJ miles east from the
Causeway in West Sacramento is progressing rapidly.
The work is being done by D. McDonald, contractor.

Last Toll gate Quits the Boad

The last tollsate in EnKliUul wa.s removed this week
and the woman keeper wlio had gniarded it for sixty
years has retired with the distinction of Ix'ins the last
of her calling.

Thus ends a system of highway building and main-
tenance that reached its peak in the era of the stage
coach. In 1.S20 Great Britain had 114,829 miles of
turnpike roads and highways, for the most part well
surfaced with easy grades and many fine bridges.
Indeed, so great was the power ascribed to the high-
way system that it is the claim of some wn-iters that
file I'nion of FiUgland and Scotland Avas more due to
the building of the famous "Old North Koad" from
London to Edinburgh in 1707 than to dynastic reason.
Certainly the extension of the road to the north of
Scotland, a total distance of 340 miles, played a part
in stimulating the industries of both nations.

It may be asked, now that the turnpikes are
abolished, what will become of the misanthropes who
were su))i)osed to take naturally to the keeping of
toll gates'? Samuel Wcller, Sr.. made the dreadful
tlireat that he would retire and "keep a pike" as evi-
dence of his hatred of men. The sour temper of the
l(ike4<eeper is proverbial. Only the power of female
lieauty could soften it. Of the entrancing Irish widow
it was written that she so dazzled the pik;-keeper
th.-it he

Never asked for the toll

P.ut sci'atched his bald jioll

And looked after the lowba<-ked car.

Those days are gone forever. Yet we continue to
pay toll and to build and maintain highways without
the iiike-keeju'r. Our toll is i)aid in gas tax and
license tax and there is not a toUgate to impede our
progress. — St. Paul Pioneer Press.

High iraij Officials

W(n-)ied To Beware

Of Impostor's Activiti/

The following self-explanatory letter has

been sent to all heads of departments and

district engineers by C. H. Purcell, State

Iliglnvay Engineer :

"June 25, 1928.

"Our attention has been called to the fact that a
man has been approaching employees of the Division
of Highways with the statement that he has important
political connection with the administration, even
claiming to have connection with the highest officials
of the state. He also claims that he has close con-
nection with rock and material companies and that
he has jjower and influence enough to coerce engineers
or .secure their removal. It has been reported that he
has approached rock contractors with the same story
and that he can make it easy for them if they will
enter into an arrangement to pay him a royalty.

"If this man should present himself to your dis-
trict, please report all the circumstances to this office
immediately by wire.

"At least two employees of this Department have
reported the activities of this man. Their action in
this respect is very commendable and I am sure that
any of our employees would act in the same way
imder the circumstances.

"Needless to say this man is misrepresenting facts
and all cases will be investigated immediately and
elfort made to put a stop to his activities. We hopi»
you will emphatically inform this man that his kind
can not reach any member of this division and that
you will take action to see that the matter is reported
immediately.

"We believe it desirable that each of your engin-
eers be informed of the facts contained in this letter.
Also any rock companies in your vicinity which may
possibly have been approached by this man should be
given this information."

Record of B ids and A wards

GLENN COUNTY— Between Butte City and the
easterly boundary G.3 miles of gravel surfacing. Dist.
Ill, Rl. 45, Sec. C. Engr's Est. $18,400. Bids opened
July 25th as follows: Kern & Kibbe, I'ortland, $24,725 ;
William C. EUsemore, Eureka, $l(i,'J05; Force, Cur-
rigan and McLeod, Oakland, $13,225; L. C. and W. E.
Karstedt, San Jose, $17,135; C. W. Wood, Stockton,
$24,150; J. F. Collins, Stockton, $19,550; E. B. Bishop,
Sacramento, $18,(i30; Tieslau Bros., Berkeley, $lG,li75 ;
Maid<el & Staring, Sacramento, $l(),(i75 ; A. Teichert
& Son, Sacramento, $15,870 ; A. F. Giddings, Sacra-
mento, $24,725. Contract awarded to Hemstreet &
Bell, Marysville, for $13,225.

TH UMBOLDT COUNT Y — Between Fortuna and
l-'ernliridge, 2.1 miles grading and crushed gravel or
stone surfacing. Dist. I, Rt. 1, Sec. G. Engr's Est.
$51,7!i5.35. Bids opened July 18th as follows. Mercer-
Fraser Co., Eureka, $57,341.15 ; Engelhart Paving
Const. Co., Eureka, $47,775.45 ; Tieslau Bros., Berkeley,
$48,13(i.;t5 ; \V. H. Hauser, Orick, $40,803.10; Ariss-
Knapp Co., Oakland, $54,509.60. Contract awarded to
W. H. Hauser.

HUMBOLDT COUNTY — 0.2 mile grading and sur-
facing approach to North Scotia bridge near Scotia —
R.dwood Highway. Dist. I, Rt. 1, Sec. E. Engr's Est.
$:i,7,S(;.30. Bids opened July 5th as follows: JNIarkle
and Hurey, Berkeley, $9,557 ; Smith Bros., Eureka,
$9,378.10; Engelhart Paving & Const. Co., Eureka,
$10,714. Contract awarded to Smith Bros, of Eureka
for $9,378.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

33

IMPERIAL COUNTY — Near Araz Junction, an
undergrade crossing of the Inter-California R. R. ;
also a bridge and J mile grading and surfacing with
oil treated surfacing. Dist. VIII, Rt. 27, Sec. B.
Engr's Est. $3r),133.(i(i. Bids opened July 11th as fol-
lows: L. Wore!, Alhambra, $29,805; McWilliams,
Ritchey, Los Angeles, $40,482.50; Pioneer Transfer
Co., Calexico, $34,933.50; M. Blumenkranz, L. A.,
$40,04fi : W. M. Ledbetter, L. A., $32,815.45. Contract
awarded to L. Worel for $29,805.

LAKE COUNTY — Across Cache Creek, reinforced
concrete girder bridge. Dist. Ill, Rt. 15, Sec. C. Engr's
Est. $59,780. Bids opened June 13th as follows: Geo.
Ulrich Const. Co., Modesto, $64,600; McDonald &
Maggiora, Sausalito, $56,820 ; Chas. and E. W. Steffgen,
San Diego, $76,771.50; Otto Parlier, Tulare, $53,715;
M. B. McCowan, San Francisco, $62,750. Contract
awarded to Otto Parlier.

LASSEN and MODOC COUNTIES — Between Bieber
and Adin, 12.5 miles grading and surfacing with
screened gravel. Engr's Est. $136,291. Bids opened
July 18th as follows: Harlan White, San Francisco,
$138,839 ; J. P. Brennan, Redding, $153,379.40 ; Isbell
Const. Co., Car-son Citv, Nev., $134,066 ; Tieslau Bros.,
Berkeley, $127,376 : Hemstreet & Bell, Marysville,
$141,378; Kern & Kibbe, Portland, $111,997; Coolidge
& Scott, Reno, $107,156.50 ; Ariss-Knapp Co., Oakland,
$136,422.50; C. T. Malcom, Walnut Creek, $134,534;
Earl L. McNutt, Eugene, Ore., $128,994.40. Contract
awarded to Coolidge & Scott.

MONO COUNTY— 2.1 miles of grading from Dog-
town to Point Ranch. Dist. IX, Rt. 23, Sec. I. Engr's
Est. $18,243.20. Contract awarded to Coolidge & Scott,
Minden, Nevada, $16,478.70.

ORANGE COUNTY — Grading and paving with
Portland cement concrete 0.8 mile between Anaheim
and FuUerton. Dist. VII, Rt. 2, Sec. E. Engr's Est.
$38,752. Bids opened July 10th as follows: Bartlett
& Mathews, Pasadena,. $33,803.45; Griffith Co., Los
Angeles, $33,850 ; Matich Bros., Elsinore, $36,217 ;
H. E. Cox & Son, Pasadfena, $38,259.80 ; Wells & Bress-
ler, Santa Ana, $41,271. Contract awarded to Bartlett
& Mathews.

PLACER COUNTY — A reinforced concrete girder
bridge across the Truckee River at Tahoe City. Dist.
Ill, Rt. 38, Sec. A. Engr's Est. $22,672.50. Bids
opened June 20th as follows : McDonald and Maggiora,
Sausalito, $28,450 ; Paul M. White, Santa Monica,
$23,988. Contract awarded to Paul M. "White.

PLACER COUNTY — Quarrying and depositing
crushed stone in windrows between Baxter's and 1
mile east of Shelter House. Dist. Ill, Rt. 37, Sec. D-E.
Engr's Est. $14,560. Bids opened July 20th as follows:
Tieslau Bros., Berkeley, $14,560; Hemstreet & Bell,
Marysville, $14,280. Contract awarded to Hemstreet
and "Bell.

PLACER COUNTY — T h r e e reinforced concrete
girder bridges across the South Fork of the Yuba River.
Dist. HI, Rt. 37, Sec. F. Engr's Est. $38,102.50. Bids
opened July 5th as follows : M. A. Jenkins, Sacramento,
$41,822.50 ;■ H. C. "Whittv, Sanger, $45,200; Paul M.
White, Santa Monica, $48,772.50; Obert Bros., Los
Angeles, $60,463 ; Coolidge & Scott, Minden, Nev.,
$34,290.50. Contract awarded to Coolidge & Scott.

PLACER COLTNTY — Two overhead crossings over
the S. P. R. R. at Bowman. Dist. Ill, Rt. 37, Sec. A.
Engr's Est. $36,408.75 ; Bids opened July 11th as fol-
lows: Geo. J. Ulrich Const. Co., Modesto, $41,720;
Peter F. Bender, North Saci-amento, $35,805 ; Butte
Construction Co., San Francisco, $32,251 ; M. A. Jen-
kins, Sacramento, $40,680; H. C. Whitty, Sanger,
$36,600 : Fredrickson Bros., Stockton, $43,220. Con-
tract awarded to Butte Construction Company.

PLACER and NEVADA COUNTIES — Between
Indian Springs and Soda Springs, 10.6 miles of grading.
Dist. Ill, Rt. 37, Sec. A-P-B. Engr's Est. $313,046.25.
Bids opened July 18th as follows: Robinson-Roberts
Co., Los Angeles, $446,879 : Jasper-Stacv Co., San
Francisco, $394,883: C. R. Adams, Mt. Shasta City,
$379,747 ; The Callahan Const. Co., Los Angeles,
$242,441.50 : "Ward Engineering Co., San Francisco.
$299,9 80.75. Contract awarded to Callahan Construc-
tion Co.

PLACER COLTNTY — A reinforced concrete girder
overhead crossing over the S. P. R. R. at "Weimar — on
the Victory Highway. Dist. Ill, Rt. 37, Sec. B. Engr's
Est. $29,777.50. Bids opened June 20th as follows:
M. A. Jenkins, Sacramento, $25,557.50; Butte Con-
struction Co., San Francisco, $25,546.05 ; Oberg Bros.,
Los Angeles, $30,380; George J. Ulrich, Modesto,
$34,878.75 ; P. F. Benter, North Sacramento, $29,382.50 ;
Dann & Maney, Portland, Ore., $32,382.50 ; A. "W.
Kitchen, San Francisco, $33,147.10; Coolidge & Scott,
Minden, Nev., $27,324: Paul M. "S^Hiite. Santa Monica,
$32,081. Contract awarded to Butte Construction Co.,
$25,546.05.

SAN DIEGO COUNTY — 7.2 miles to be graded
between Viejas Creek and Guatay Creek. Dist. VII,
Rt. 12, Sec. D. Engr's Est. $248,588. Bids opened
July 5th as follows: Nekson, Sloan, Otay, $344,893;
Hau.ser Construction Co., Long Beach, $237,626 ; George
J. Bock, Los Angeles, $391,501; C. G. Willis and Sons,
l^os Angeles, $253,649; H. G. Fenton, San Diego,
$278,229; (Jeo. Mitchell, Huntington Park, $290,304;
Watson & Sutton, San Diego, $357,145; Herbert Nunn
and J. T. Logan, Bncinitas, Wash., $291,118; Ross
Construction Co., Los Angeles, $241,113; Nevada Con-
struction Co., Fallen, Nev., $292,712; I.sbell Construc-
tion Co., Fresno, $322,024; C. R. Adams, Oakland,
$274,364 ; Jahn & Bressi, Los Angeles, $259,816. Con-
tract awarded to Hauser Construction Co., Long Beach,
$237,626.

SAN JOAQUIN COUNTY — Between Cherokee Sta.
and Live Oak, 5.1 miles widening of roadbed. Dist. X,
Rt. 4, Sec. C. Engr's Est. $46,484.50. Bids opened
July 18th as follows: A. F. Giddings, Sacramento,
$34,738.90; Tieslau Bros., Berkeley, $37,534; Geo.
French, Jr., Stockton, $38,125; Fredrickson & Watson,
Oakland, $31,912.90; M. J. Bevanda, Stockton, $32,866;
C. W. Wood, Stockton, $47,771.30; Willard & Biasottl,
Stockton, $44,459.50; Mankel & Staring, Sacramento,
$36,579 ; D. McDonald, Sacramento, $31,279.40; Camino
Construction Co., Palo Alto, $41,664.50. Contract
awarded to D. McDonald.

SHASTA COUNTY — Between Shotgun Creek and
Conant, 5.8 miles grading and surfacing crushed gravel
or stone. Dist. II, Rt. 3, Sec. D, Engr's Est. $259,909.60.
Bids opened June 6th as follows : Kern and Kibbe,
Portland, Ore., $275,065.95 ; J. T. Loban, Medford, Ore.,
$305,448.20 ; Mathews Construction Co., Sacramento,
$266,107.20; Ward Engineering Co., San Francisco,
$296,531.65. Contract awarded to Mathews Construc-
tion Company.

SISKIYOU COUNTY^The Fort Goff Creek Mainte-
nance Yard. Dist. II, Rt. 46, Sec. B, Engr's Est.
$5,062. Contract awarded to J. M. Lemon, Etna, for
$5,430.

SOLANO COUNTY — Between Cordelia and Rock-
ville, 3.1 miles of grading and crushed gravel or stone
surfacing, oil treated. Dist. X, Rt. 8-7, Sees. A-B,
Engr's Est. $78,113.70. Bids opened June 13th as
follows: Larsen Bros., Sonoma, $62,704.50; J. V. Gal-
braith, Petaluma, $80,210.70; J. P. Holland, Inc., San
Francisco, $85,914.50; Kaiser Paving, Oakland, $79,-
908.40 ; Force, Currigan & McLeod, Oakland, $83,091 ;
J. E. Johnston, Stockton, $87,312.25; Pacific States
Construction, San Francisco, $88,517.50 ; "W. J. Taylor,
Palo Alto, $78,280.75 ; Tieslau Bros., Berkeley, $72,-
698.50; A. Teichert & Son, Sacramento, $73,839.75.
Contract awarded to Larsen Bros, of Sonoma.

STANISLAUS COUNTY — Grading and surfacing
0.04 of a mile and constructing timber trestle
approaches at south end of Stanislaus River bridge.
Dist. X, Rt. 4, Sec. B. Engr's Est. $10,785.50. Bids
opened Jvme 18th as follows: C. W. Wood, Stockton,
$8,254.25 ; Lee J. Immel, Berkeley, $8,855 ; Pacific Con-
struction Co., $14,093.80 ; M. A. Jenkins, Sacramento,
$8,517.30. Contract awarded to C. W. "Wood.

TULARE COUNTY — Widening existing bridges
across Cameron Creek and Packwood Creek and build-
ing a new reinforced concrete bridge across Mill Creek.
Dist. VI, Rt. 4, Sec. F. Engr's Est. $10,301.20. Bids
opened June 20th as follows : Noble Bros., Visalia,
$11,374; "W. H. Cartright, Hanford, $10,753.75; Oberg
Bros., Los Angeles, $11,253.25 ; Paul M. White, Santa
Monica, $12,592; H. C. Whitty, Sanger, $11,440; Guy
G. Noble, Tulare, $9,177.37 ; R. Hodgson & Son, Porter-
ville, $11,483.20; C. R. Gurdy, Porterville, $10,645.30:
Earl Bowen, Strathmore, $9,380.47. Contract awarded
to Guy G. Noble.

VENTURA COUNTY — 11.6 miles to be graded and
paved with Portland cement concrete between Hueneme
Road and Little Sycamore Creek. Dist. VII, Rt. 60,
Sec. A. Engr's Est. $579,863. Bids opened July 5th
as follows : United Concrete Pipe and Const. Co., Los
Angeles, $560,417.50; Thomas M. Morgan, Los Angeles,
.'«534,662.50 ; Dillon and Boles, L. A., $550,442.50;
Hanrahan Company, San Francisco, $539,385 ; Jahn
& Bressi Const. Co., L. A., $468,324.50; Fredrickson &
Watson Const. Co., Oakland, $518,408.16 : George Herz
& Co., San Bernardino, $519,381 ; Sam Hunter, Santa
Barbara, $536,957.50 ; Ed. Johnson & Sons, L. A.,
$615,772; J. F. Knapp, Stockton, $490,515. Contract
awarded to Jahn & Bressi for $46 8,32 4.50.

YOLO COUNTY — Guard rail and wheel guard on
Yolo causeway, timber portion. Dist. X, Rt. 6, Sec.
A-B. Engr's Est. $9,880. Bids opened Ju'y 9th as
follows- Holdener Const. Co., Sacramento, $10,966.80;
Peter F Bender, North Sacramento, $9,781.20: M. A.
Jenkins, Sacramento, $10,744.50; B. C. Burnett, Tur-
lock, $10,793.90. Contract awarded to Peter F. Bender.

CALIFORNIA STATE PRINTING OFFICE
SACRAMENTO, 192 8

60576 8-2S 5500

tJianiE peBUC mma

C^onua Highways
and Public VotKs

Official Journal of the Division of Highwaijs
Deparrmcnr of Public "Vorks

State of California

SEPTEMBER-OCTOBER

1926

^^

Table of Contents

Feather Falls near Oroville,
Butte County.

1'aGE

Front Cover Picture — A View of the Redwoods — IMioto by
Moulin of San Francisco.

California's Next Big Job is Parking Our State Highways —
By Fred S. Moody, Member of California Highway

Commission 1

The Bayshore Highway 4

Effect of Distance on Automobile Operating Costs — By

N. D. Douglas, Assistant Engineer 5

Preserving Roadside Trees 7

Supplementary Budget is Adopted 8

Development of the Right of Way — By H. D. Jcrrett, Right

of Way Agent 9

The Serra Grade Separation — By />. M. Ranson, Assistant

District Engineer 11

Contribution to Joint Highway District 12

Pioneer Trail Now State Higliway — By Eleanor Lee Reading 13

"Grumbler" Praises Effort of State Highway Workers 14

Seven Years of Highway Landscaping 15

Association Labors to Keep tlie State Highway Beautifnl__ 1.1

Value of Traffic Lanes is Sliown 17

Highway Program During Biennium 18

lUulget Requests 1>

IMaintenance on Redwood Highway is Commended 18

Cause of Highway Accidents Analyzed 19

Progress of Grade Separations 19

Flood luuiKhiti's Imperial Higliway 20

Historic "Test" Highway To Go 20

Progress Reports from the Counties 24

Record of I>ids and Awards 28

State Highway Map 30

California s Next Big Job Is

Parking Our State Highways

By Fked S. MoodYj Member, Califoi'nia Highway Commission.

CALIFORNIA'S foremost appeal to visi-
tors, as Avell as her own citizens, lies in
tile state s variety of scenic beanty and
in the abnndant opportnnities fonnd here for
the enjoyment of outdoor life. Her reputa-
tion as an outdoor state is based on her foam-
fringed stretches of ocean beach, her towering
forests of redwood and other majestic trees,
her wooded lakeshores, and her thousand-and-
one features of charm and interest. Nowhere
in the world can such variety of landscape be
enjoyed within such a comparatively brief
radius as in California.

This is why the name "California" has
come to mean an alluring outdoor playground
for millions in America. It is why many
observers have declared that no industry, not
even agriculture, has the permanent pos-
sibilities for the future in California as has
the tourist industry.

And it is largely because of our highway
system that this is so. A splendid network
of highways traversing every section of the
state and costing millions of dollars has made
California a motorist's paradise. While the
excellence of construction in these roads, the
ease of travel they afford, is a source of
gratification, nevertheless, at least half the
value of such a highway system lies in the
fact that it makes accessible the diversified
charm of the state. To attain their highest
use the roads must lead through scenes to
charm the eye and to spots of recreational
interest and surpassing beauty. The value of
any system of highways is two-fold : tlie first,
or economic, facilitating the movement of com-
mercial traffic from one point to another, and
the second, the recreational use. Some of
our highways are largely recreational. Per-
haps 50% would not be too high a proportion

to allot to the recreational functions of the
entire system. These highways, in order to
fulfill their highest destinj^ must therefore
lead to and through the innumerable points
of attraction which make this state foremost as
an unexcelled all-year playground.

Before the advent of good roads, many of
the attractions that the state has, while of sur-
passing interest and value, were little known
or enjoyed beyond their own localities. But
all tliis now is changed. The motorist,
whether he be tourist or permanent resident,
is not content until he has explored forests,
deserts, mountain passes that only a few
years ago were considered inaccessible. And
hand in hand with this greater mobility of
the vacationist and traveller has come increas-
ing evidence that easily traveled highways,
while they make the beauty spots of the state
available, at the same time facilitate their
destruction and their loss to the general
iniblic.

Thus it is that the cry has gone up that
unless something is done soon, many of our
greatest attractions will disappear ; that Cali-
fornia's finest ocean beaches are being fenced
off and lost to the public ; that our redwoods,
oldest of living things, are being cut ; that
many other scenic areas and historic land-
marks will soon be gone unless the state acts
now^ to save them. Where commercial exploi-
tation, facilitated by good roads, does not aid
this process, private appropriation to the
exclusion of the public is hastening the day
when California can no longer be considered
the playground of America.

If, we are told, California fails to save her
finest scenic, recreational, historic and scien-
tific areas, she will have lost her greatest
asset. These attractions are the basis of our

A scene on the Navarro River, Mendocino County.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

tourist business which now brings California
over $150,000,000 in revenue each year. Cali-
fornia's rapid growth in population — close to
a quarter of a million people annually — is said
to be exhausting the present opportunities for
outdoor life. What is the value, we are asked,
of spending millions on a highway system
which is 50% recreational if the roads lead us
through fields of blackened stumps which
were once mighty forests, and along a shore-
line fenced off from the public Avith signs
everywhere : ' ' Private Property — Keep Out ! ' '
To remedy this situation, California at the
last legislature adopted a real park policy.
A central State Park Commission was created
under the Department of Natural Resources.

The Narrows, Painted Canyon, near Mecca,
Riverside County.

Five prominent citizens from different parts
of the state were called to serve without salary
on this commission. And a state park survey
was authorized.

Thus the state is doing now something that
should have been done long ago. The first
real inventory of California's scenic and
recreational resources is now being made in
the survey being directed by Frederick Law
Olmsted, nationally known park expert and
landscape architect, under the auspices of
the State Park Commission. This survey is
for the purpose of taking stock of California's
attractions with a view to determining the

Windblown cypress and surf at Point Lobos,
Monterey County.

finest in each section of the state which should
ultimately be reserved as parks or monuments.
To date, approximately 300 proposed parks
and monuments have been suggested, includ-
ing the very best things which California has
to offer to the world. The survey, when com-
pleted, will list these areas in the order of
their importance and uniqueness and the
urgency of their preservation. Preservation
societies and local committees have suggested
beach and ocean shore parks, forest parks
containing unique and rare species of trees,
desert parks with strange and beautiful for-
mations and rare flora, mountains, lakes,
waterfalls, historic landmarks, objects of
scientific interest, petrified forests, geysers
and Indian pictographs.

This survey shows the great and varied
opportunities for preservation in California.
It shows that every part of California con-
tains objects of beauty and interest which will
be lost to the public unless action is taken
very soon to set them aside under the custody
of the state. It is fortunate that a capable
State Park Commission has been appointed
to administer all parks and that the survey
is going on under expert direction of one of
America's foremost park authorities, for this
work has started none too soon.

And, as a necessary step in the process of
preserving the finest of these areas, most of
which are either directly on our highways, or

The old bastion, Fort Ross, Sonoma County.

CALIFORMA If I<! II WAYS AM) I'VIilJC WOh'KH

easily aeoessible tlioret'roui, tlie 1927 legisla-
ture unanimously jiassed the State Park
Bonds Act Avhieli goes before the voters for
ratification on Xoveniber 6tli.

This measure, known as Amendment No. 4,
])rovides for the ultimate issuance of
$(i.000.()0() in state park bonds but with the
important provision that eacii dollar of state
money s])ent for parks must be matched with
another dollar from private gift or local
sources. Governor C. C. Young, a stauncli
advocate of the state park program, has
pointed out, not only the urgency of this
bond issue, but also the respects in which it

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A view at Palisades, Santa Monica, which illustrates
why California must save its beaches.

dift'ers from other bond issues. Speaking
recently before the National Conference on
State Parks in San Francisco, he said :

''Aside from such bond issues as those for
veterans' welfare, where only the credit of the
state is loaned and the money received from
the veterans ultimately retires the bonds, bond
issues in the past have been mainly for state
buildings or for state roads. When bond
interest is taken into account, I believe that
this is an expensive method of construction.
Our state building program can be most
economically carried out through regular
biennial appropriations. Our state highways
can most satisfactorily be built through some
"pay as you go" system such as the gas tax.

"The proposed park bond issues, however,
presents an entirelv different situation. Our

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Rubicon Point at Lake Tahoe.

California beaches, which once could have
been bought cheaply and dedicated to the
enjoyment of the public, are now with few
exceptions held at so high a price as to be
out of reach. Just so will it be with our
forests, the remaining beaches, and other
beauty spots suitable for state parks, unless
these are inirchased in the very near future.

"Accordingly, economy requires that our
state park system be secured, now, before the
private demand for such locations has too
greatly increased their price. And, since the
cost of any adequate park system would be
clearly too great to be met by a legislative
apiiropriation, the only means of making such
l^iu'chase now, while prices are still within
reason, must be by a bond issue.

"^loreover, when state buildings or state
roads are constructed through a bond issue,
the buildings begin to become obsolete, or the
roads begin to wear out, before the public

In the Calaveras Big Trees. The first grove of Sequoia
Gigantea was discovered in 1852. At one time it
was one of the traveled routes into California.

VA LI FORM A lIKlinVAYS AXD PUBLIC WORKS

Palm Canyon, San Jacinto Mountains.

finishes paving out money to redeem the
lionds. In the ease of parks, however, if the
imrehases are made wisely, by the time the
hist of the bonds mature, the state has an
investment worth many times its original
cost.

"Finally, this proposed bond issue is dif-
ferent from any other I have ever known, in
that one dollar is made to do the work of two.
There are many wealthy friends of the park
movement, both in this and in other states,
who would like to help preserve as parks some
of California's natural beauties, provided the
state will also show its interest by joining with
them in making such preservation possible.

"This park bond issue has accordingly been
so devised that not a dollar of state money
shall be expended until it is matched by
another dollar of private beneficence or from
local sources. In other words, the first
$100,000 of bonds Avill be sold only when there
is another $100,000 of private or subscribed
money waiting in the treasury, thus permit-
ting the purchase of $200,000 worth of park
lands.

"In this way, the $6,000,000 park bond
issue will secure for our state a $12,000,000
park system, covering every portion of the
state. With this set-up, and with the high
character of the Park Board which will over-
see the ex])enditure of this money, it is little
wonder that the plan is being universally
endorsed as a wonderful opportunity to create
for California a permanent unified park
SA'stem second to none in the Union."

Tandem maintenance is believed by the Now Mexico
highway officials to have proved its superiority over
ordinary methods in maintaining gravel and earth
roads. It has been adopted exclusively in the Tor-
rance County Training School District and it will
probably be adopted throughout the state because of
the good road surfaces obtained, its economy in man-
power, and the elimination of the ridges of loose
material on the I'oadway.

Bayshore Highway,
Huge Road Project,
Is Now Under Way

THE CONTRACT for the grading and
surfacing of the Bayshore highway for
3.0 miles between San Francisco and
South San Francisco was awarded to H. W.
Rohl Co. of Los Angeles. This work is mostly
over new line and grades, utilizing the old
road for short distances near each end, and
gives excellent alignment and grades over two
prominent points of land, Visitacion and
Sierra points. There were 19 bidders on this
contract and the low bid of $661,000 was
within $1,000 of the engineer's estimate for
the work.

Entailing, as this contract does, the exca-
vation of 805,000 cubic yards of material,
much of which is rock, the construction of a
concrete railroad underpass, a 20-foot arch
120 feet long, and a massive rubble masonry
retaining wall 315 feet long with a maximum
height of 28-J- feet; also the placing of rock
pavement, consisting of a 40-foot by 4-inch
base with a 4-inch oil-treated surface course,
this is indeed a gigantic project.

The contractor has made a start on the
work, having installed two shovels with 14
trucks and several tractors with graders and
bulldozer. In the time that he has worked,
he has already made a sizable cut in the
Visitacion Point hill. The fill looms up
giving a fair idea of the ultimate improve-
ment when the heavy cut at Sierra Point is
made and the entire fill across the Guadalupe
Canal completed.

As the material to be excavated can be
handled in wet weather, the grading will
carry through the rainy months and spring
should see this job in good shape for com-
pletion early in the year.

C. W. Wood, contractor on the section of
the Bayshore Highway between Broadway
Station and San ^lateo, has completed the
major portion of his contract. The clearing,
grading, pipes and concrete structures are
complete; much of the rock base and top
have been laid and oiling is to be started
about the middle of September.

A couple of months more will see the open-
ing of this section, giving a clear road from
South San Francisco to San Mateo. This
will be fully appreciated by the traveling
public as is evidenced by the traffic count
taken in July, Avhich shows an average of
8000 vehicles per day using the section to
the north recently completed by Granfield,
Farrar and Carlin.

CA/JFORXIA niCllIWAYS AND PUBLIC WORKS

Effect of Road Distance on

Automobile Operating Costs

CAll OPERATING COSTS AFFECTED BY DISTANCE SELDOM
EXCEED THREE CENTS A MILE

Bii N. D. Douglas, Assistant Engineer, Division of Higliw.iys, Sacramento, California.

THE HIGHWAY engineer often finds it
necessary to consider the value of dis-
tance Avlien comparing alternative road
locations. A certain initial additional expense
to reduce distance is usually justified. Roughly
speaking this is the capitalized value of the
saving effected by the distance reduction.
This saving consists of two parts: (1) the
possible saving of roadway expense, and (2)
the saving in the cost of operation of traffic.

Cost Estimates — It is believed that most
engineers make only rough estimates, based on
arbitrary assumptions, of the effect of distance
on operating costs and that they are inclined to
overestimate its unit value. In engineering-
reports the usual claim is that highway dis-
tance reduction will save from six cents to
12 cents per car-mile, and this saving is
balanced against other cost items to determine
the feasibility of a project.

In Bulletin 69, "Highway Transportation
Costs," Engineering Experiment Station,
Iowa State College, it is shown plainly that
vehicle operating costs should be divided into
mileage costs and time costs ; the former are
due directly to mileage, and the latter are
independent of mileage and due to time of
service only. Based on a large number of
experiments, observations and collected data,
the same bulletin suggests that the average
costs of operating trucks and passenger auto-
mobiles are as given in the accompanying
table.

Obviously license, garage, insurance and
interest charges are time costs independent of
mileage. Our investigation, then, should con-
sider only the items of gasoline, lubrication,
tires, maintenance and depreciation. Pas-
senger cars will be considered first.

Gasoline — It is assumed that the figures in
the table represent the over-all cost of average
operation, including stopping and starting,
idling, warming up, operating in city traffic
and over various types of roads, choking, etc.
It is estimated that fully 10 per cent of the

The above article appeared in the August number
of Engineering News-Record.

gasoline used by the average car is wasted by
these operations. Highway distance will not
affect this waste, but will affect gas consump-
tion only on the open road.

For example, a Ford touring car in good
condition will deliver 18 to 20 miles per gal-
lon of gas in city operation and about 27 miles
per gallon on long runs at about 30 miles per
hour through average country. If 20 per
cent of the car mileage were in city traffic,
the gas consumption would be 10 per cent
greater than it would be if the total mileage
were on the open road.

A modern car of the $1,000 to $1,800 class
will make 14 to 16 miles per gallon of gas
under ordinary conditions on a concrete road
of moderate grades. At 22 cents per gallon,
the gasoline cost would be about 1.38 cents to
1.46 cents per mile.

The lighter cars average 20 to 30 miles per
gallon of gas, which costs 0.73 cent to 1.10
cents per mile. A survey by National Auto-
mobile Chamber of Commerce covering
17,000,000 cars owned in the United States
in 1926 indicates that about 64 per cent of
them were cars whose list price was $800 or
under. The proportion of heavy cars above
the $1,800 class is very small. An average
open road gasoline cost for all cars based on a
conservative average of the foregoing figures
would be about 1.28 cents per car-mile.

Lubrication — Oil consumption also should
be considered only for open road operation.
The average modern car in fair condition u.ses
4 to 6 qts. of oil in the crankcase, plus an
additional quart about every 200 miles, or,
say, 8 qts. per 800 miles if changed every 800
miles. California prices range from $0.30 to
$1.40 per gallon for various oils. A con-
servative average for the individual consumer
would be about $1.10 per gallon, or 0.28 cent
per car-mile.

Most new cars will use only the amount
required to refill the crankcase every 800 or
1000 miles, or barely three-fourths of the
amount allowed above. For future estimates,
0.21 cent per car-mile is considered a suf-

CA/J FORMA IlKJifM'AYS AM) PVliLlC WORKS

ficient alloAvance for lubrication iiiuler ordi-
nary conditions. The item of greasing is too
small to be considered.

Tires — The usual assum)>tion that tire costs
vary directly Avith mileage is an error. Wear
resulting fi-om rim cutting, under-pressure,
punctures, Avheels out of alignment, running
off pavement slioulders, bruises, skidding,
ex])osure, etc., can not be laid to highway
distance.

In Engineering Bulletins 16 and 17, "The
Relation of Road Surface to Automobile Tire
Wear," ])ublished by the State College of
Washington, exi)eriments are described that
indicate that tires will last about 40,000 miles
on i)avement. ^Mileages of 20,000 or more are
not unusual. The writer has averaged better
tlian 15,000 miles on a combination of all
kinds of roads, some very rough, and driving
a car only about 7000 miles a year.

A set of four good high-])ressure tires and
tubes for a Ford car costs about $48. A set
of the best balloons for a Buick ]\Iaster Six
costs about $160. A high average between
these extremes would be $100, which, with a
life of 20,000 miles, would indicate a tire cost
of 0.50 cent per car-mile. This mileage is
obtained, or exceeded, by taxicab companies,
buses, etc., operating on ]iavement.

Maintenance — The maintenance cost is the
most variable item. It includes repairs due to
rusting, accidents, faulty lubrication, exces-
sive speed, painting, brake band renewals,
etc., and therefore does not A'ary directly with
highway mileage and is increased consider-
ably by operation in city traffic. In the
absence of more adequate data, the item of
1.24 cents ])er car-mile shown in the table can
be assumed correct although it probably is
higli.

T)( preeiation — The item of depreciation is
maiidy a time item. The resale value of a
car is determined usually by its model and
age. Obsolescence is a very important factor.
A four-year-old car driven 20,000 miles is
worth no more on the market than a four-
year-old car of the same type driven 50,000
miles.

Considei'ing the snudl ratio that the usual
distance saving would bear to the total car
mileage, it would seem that the item of depre-
ciation should not be considered ordinarily
in figuring tlie value of distance.

Ti)u< — -Another item often used in argu-
ments for road imi)rovements is "time" saved
or lost by di.stance. The general belief that
time is always worth money is a popular fal-
lacy, because the average pas.senger car driver
is not producing in the economic sense, and

-WEK.VGE COSTS OF OPER.\TI.NG MOTOR VEHICLES

TRUCKS

Cents per
Item toil-mile

Driver "1 r 2.2n

License fl.lO

Interest ( ^"'"^ i 0.30

Insurance 0.31

Supeivisiiin J \ 0.52 3.81

Gasoline ^ ( 1.00

Oil 0.12

Tires y Mileage ■{ 0.71

Maintenance f (l.!ill

Depreciation J L 1,10 3.93

Total 7.74

AVERAGE COSTS OF OPERATING MOTOR VEHICLES

PASSENGER CARS

Cents per
Item vehicle-mile

Interest ] f 1.24

Insurance l «,= J 0,31

Garage f ^"'"^ 1 0.83

License > I 0..59

2.97

Gasoline >, f l.Cl

Oil 0.31

Tires L Mileage < 0.98

Maintenance f 1.24

Depreciation ) L 3.1(i 7.30

Total 10.27

would not i)roduce more or less if he reached
his destination a few minutes earlier or later.
Usually, at best, it would be a matter of only
slight convenience. Suburban and commuting
traffic is an excei^tion to this general premise.

In the case of alternative routes involving
long distances of several miles, or more, the
value of time saving should be considered as
far as concerns business traffic, but care should
be used to hold the consideration within the
limits of fact, avoiding extra expense for
some imaginary benefit.

From the ]U'eceding count the distance cost
items of the average passenger car can be
tabulated as follows :

Item Cent.s per mile

Gasoline 1.28

Lubrication 0.21

Tires 0.50

Maintenance 1.24

Total 3.23

These figures are based on fairly high
prices and ordinary operation, and are more
conservative than the claims of manufac-
turers. The writer's experience has been that
his own costs have run lower. Increasing auto-
mobile efficiencies will tend to reduce the
items, or at least to offset any price rises.

Considering the average trunk highway, it
is believed that, in general, expenditures for
highway distance reduction may be premature
or may represent economic waste if based on

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Preserving the Roadside Trees

To PKE SERVE beautiful shade trees
along tlie state highway, by caring for
those which now grace the road sides,
is one of tlie duties impressed upon state high-
way employees.

A fine big sycamore tree, standing along the
highway near Capistrano in Orange County,
and much used by motorists who enjoyed its
shade, was recently the subject of major tree
surgery. The big tree had developed a large
hole in its trunk which weakened it to such
an extent that it was feared a strong wind
would blow it down. Maintenance Foreman
Hugh Henry removed the dead wood from the
hollow trunk and constructed a filling of con-
crete, weighing about two tons, which has
added greatly to its strength. The surface of
concrete was roughened and marked to
resemble the bark of the tree, and when a

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The right of way was shifted to save this tree.

Sa.ved by tree surgery.

little stain is applied to the concrete, it will
take a close inspection to detect the concrete
substitute.

On the new Foothill boulevard in Los
Angeles County, between Monrovia and
Azusa, which is now under construction, an
additional expense of $450 was incurred in
securing the right of way, in order to shift
the highway and avoid the removal of a
beautiful oak tree, which has stood for years
a landmark of the community.

a capitalization of passenger car operating
costs assumed to exceed 3 cents per car-mile.

Exceptional Cases — It must be noted that
the preceding arguments are based on present-
day average conditions with road speeds
averaging from 30 to 40 miles per hour. Road
speeds are increasing yearly, a fact tending
to increase cost of operation. On a certain
proportion of the existing and proposed roads
the location and alignment are such as to
allow unlimited speeds. But there is a
practical upper limit to automobile speeds

determined by considerations of safety, econ-
omy, motor design, etc. The railroads of
the country have found that 70 miles per hour
is about the practical limit for trains. Much
higher speeds can be and have been used but
have proved impracticable. It is believed that
the upper limit of highway speed will be
about 50 miles per hour.

Almost no data on such high-speed opera-
tion are in existence, but theoretical exten-
sion of various data curves would indicate
that the figures in the preceding tabulation

(Continued on page 21.)

CAL/FOh'MA J/KIIIWAYS AND PUBLIC WORKS

Supplementary Budget Is Adopted

A SUPPLEMENTARY budget of state
hiiiinvay projects totaling $5,083,489.56
was adopted by the California Highway
Coniniis:sion at its September meeting in Sac-
ramento. The projects included in the sup-
plcnicntai'y ])udget are planned for construc-
tion during the present l)iennium. A number
of these projects will l)e under way during
the coming winter months, and it is expected
that this work will be a factor in relievina'
unemployment during the period of usual
s(>asonal idleness.

The funds with which the work included in
the su])i)lementary l)udget will be financed
are derived from unallocated balances in state
highway funds which were set apart as a
reserve when the original state highway ])ud-
li'et was adopted last January, together with
savings made on contracts already awarded.
The fact that construction costs have run well
])elow est'niates makes the use of these funds
possil)le at this time in the opinion of the
Highway Commission and B. B. ]\Ieek, Direc-
tor of tile Department of Public Works.

The specific list of projects included in the
supplementary budget follow :

SAN FRANCISCO TO OREGON LINE

Huml)i)ldt County — Areata to Mad River, grading
and .'surfacing, .3.1 miles. $145,000 ; additional funds
for construction between Fortuna and Fernbridge,
iflfi 541 20 : Areata overhead — Mad River bridge, $110,-
OOO'- South Trinity River bridge, $75,000 ; oiling,
crushed rock surfacing and drainage improvement on
portions of highway between Mad River and Orick,
$50 000 ; reconstruction near Mad River, $50,000.

Sonoma County — Additional funds for reconstruction
IjPtween Santa Rosa and Willowbrook, $210,000.

Del Norte County — Elk Valley road to Smith River,
surfacing, $14,000.

SAN FRANCISCO TO SAN DIEGO

San Diego County — Repairs to the Santa Margarita
bridge, $10,725. , .. r. • i

Ventura County — Paving exception on Conejo grade,

$545.20.

SACRAMENTO TO THE OREGON LINE VIA
MARYSVILLE

Placer County — Reconstruction of Dry Creek bridge
and 'additional" funds for reconstruction of Antelope
Creek bridge, $24,770.42.

SACRAMENTO TO LOS ANGELES

Madera County — Califa grade separation, $110,000.

Sacramento County — Oil treating, rock surfacing,
between one mile north and one mile south of Arno,
$'' 024

Fre.sno and Madera Counties — Grading and paving
approaches to the Herndon bridge, $62,000. This is
in addition to the $S1,000 heretofore allocated for
grading and surfacing and is made to provide funds
for paving in lieu of surfacing.

TEHAMA JUNCTION TO BENICIA

Yolo County — Mullen grade separation, state's share,
■,$65,000 (railroad's share, $40,000).

SAN LUCAS TO SEQUOIA NATIONAL PARK

Tulare Countv — Oiled rock surfacing, 5.9 miles, from
Three Rivers to Sequoia I'ark, $50,000.

Fresno Countv — Oil rock surfacing, 6.4 miles, Coal-
inga to Parkfield Junction, $05,000.

SAN DIEGO TO EL CENTRO

San Diego County — (Jrading from Cottonwood Creek
easterly, $300,000 ; paving, Cottonwood Creek to Kitchin
Creek, 4.5 miles, $108,000; Pine Valley Creek bridge
and approach, $55,000. Additional funds for construc-
tion, San Diego to El Centro, $75,000.

TAHOE-UKIAH HIGHWAY (CALPELLA TO CISCO)

I.iake Countv — Oiled rock surfacing, 15.S miles, High
Valley Creek to Abbott Mine, $120,000.

Nevada Countv — Grading, Nevada City to AVashing-
ton road, 14 miles, $.300,000.

WEST OF CLAREMONT TO RIVERSIDE

Riverside Countv — Wineville grade separation, $05,-
000.

REDDING TO ROUTE 1 NEAR ARCATA VIA
WEAVERVILLE

Trinity County — Rock surfacing from Weaverville to
Grass Valley Creek. 10 miles, $00,000.

Shasta County — Rock surfacing from Tower House
to Dickey's Ranch, 5 miles, $27,500.

Humboldt County — South Fork Trinity River bridge,
$75,000.

ROUTE 3 NEAR RICHVILLE TO QUINCY VIA
FEATHER RIVER

Butte County — Grading and surfacing four miles,
Oroville to Feather River, $120,000.

SAUGUS TO ROUTE 11 AT ALPINE JUNCTION

Alpine County — Markleeville Creek bridge and ap-
proach, amplifying funds in present budget, $5,000.

Kern County — Grading and oil rock surfacing, 16.8
miles, Mojave to Cinco, $108,000; grading and oil rock
surfacing five mUes north of Ricardo to Freeman, 10
miles, $100,000.

SAN BERNARDINO TO EL CENTRO

Imperial County — El Centro to Brawley, 20-foot
pavement 9.8 miles, $394,000 ; resurfacing of one mile
through town of Imperial, $.35,000.

EL CENTRO TO YUMA

Imperial County — Additional funds for construction
of the Araz underpass and approaches, $3,517.63.

RED BLUFF TO NEVADA LINE VIA SUSANVILLE

Lassen County — Two miles east of AVestwood to
Coppervale, grading and surfacing, four miles, $40,000.
Doyle to Long Valley Creek, grading and surfacing,
nine miles, $70,000 ; two bridges over Long Valley
Creek, $25,000.

PACHECO PASS (CALIFA TO ROUTE 2 NEAR
GILROY)

Madera County — Ash Slough bridge, $38,500; Ber-
enda Slough bridge, $24,000 ; approaches to above,

$9,600.

BAKERSFIELD TO PASO ROBLES

Kern County — Amplifying funds for pavement from
two miles west of Wasco to Famosa, 8.9 miles, $105,-
000 ; Galloway Canal bridge, $7,500.

AUBURN TO NEVADA LINE NEAR VERDI

Placer Countv — Seal coat surfacing, 17 miles. Auburn
to Colfax, $85,000.

Nevada County — Additional funds for construction
between Donner Monument and Tahoe Junction, $21,-
000.

(Continued on page 22.)

CALIF(>I{\I \ mail WAYS A\D I'llUJC WORKS

Development of the Right of Way

By H. D. Jerki:tt. Right of Way Agent, District

III.

rpillE "KIGIIT OF WAY" a term used in
I engineering- projects such as railways,
electric and telegraph lines, canals, and
higlnvays, means a right of passage over
anotlu'r i)erson's ground. It a])]iears to have
originated at Melbourne, Australia, where in
hiving out the city, narrow passages subject
to a right of way were
left through the lots
from one broad street
to another. Hence the
term came to be ap-
plied to the passages.
It is now universally
used in referring to
the narrow strip of
land upon and along
which is constructed
such engineering en-
terprises as hereto-
fore mentioned. In a
legal sense, it is a
positive easement, or
that right which in-
volves active physical
use of the land, fall-
ing short of owner-
ship in the land itself.
There are three es-
sentials in securing
the right of way : It
must be secured by deed or other form of title
before the actual construction of the enter-
prise can proceed; it is especially important
to secure the exact location; and, it must be
carefully secured as regards the terms and
conditions between the parties.

With reference to the first : All right of way
transactions involve a number of legal con-
siderations, some of which are simple, and
others of which are extremely complicated.
The dif^cult questions of titles and contracts
have very little to do with engineering require-
ments, and sooner or later legal knowledge
is necessary in right of way negotiations. If
a legal foundation is not laid at the outset,
it will lead the parties to negotiations into
later misunderstandings. Hence, the fre-
quent statement that the work of securing
the right of way is distinct in itself, and per-
tains to the functions of the real estate or
legal departments of an organization. The
very foundation of the right of way is in-
volved in the surety with which one possesses
the property.

H. D. Jerrett.

The next essential and one important in
securing the title is the descrii)tion of the
land desired for the right of way. Many dif-
ficulties and many disap])ointments arise in
the transfer of land from inaccurate or inade-
quate description of i)roperty which the deed
is designed to transfer. The title of the right
of way may be all right, but the question
often is, where is the right of way? If un-
settled this complicates the question particu-
larly as regards encroachments. To illustrate
this we need look no further than the congres-
sional grants to the railroads. It is safe to
say not one in ten of the railroads of our
country has any permanent markings of its
center line. I am convinced that the same is
true of many of our highway systems. The
fence line marks the boundary, but the fence
is gone.

_ Fortunately the old custom of securing
right of w^ays by agreement preliminary to
starting the enterprise, with a description
resulting from the final surveys, has prac-
tically disappeared and well it should. Noth-
ing could be more troublesome and unsatis-
factory than this method of securing title
for right of way. It was well characterized
as a " roving commission to take possession of
the farm."

Now negotiations can be begun on a basis
determined by actual location and determina-
tion of grade, which will eliminate all mis-
representation and trouble.

The third essential is one that involves the
engineering department and should be strictly
guarded by the chief engineer, for nearly
all contracts regarding rights of way pertain
to such details as extra widths for deep cuts,
borrow pits, spoil banks, fencing, moving
buildings, cattle-passes, and crossing privi-
leges and many other conditions that would
add to the cost of construction, and in many
cases act as an obstruction to the proper use
of the way. No contract regarding these mat-
ters or kindred subjects should ever be entered
into without the chief engineer's approval.

It is right and proper that the leg:al head
should understand that his part of the work
is properly confined within certain limits.
The same is true of the engineer. It is the
right and duty of the engineer to locate the
line, to have the direction as to what property
is needed, to approve all contracts pertain-
ing to the same, and to prepare the descrip-
tions for the deed. If printed forms are pro-

10

CALIFORNIA UKUIWAYS AXD I'lBLlG MORKS

Tided then the deed may be made up in his
office, and submitted to the attorney that he
may certify to its correctness as a legal docu-
ment, one that would transfer a good title.
This metliod -would prevent any trouble in
rights of way on account of the looseness with
wliicli descriptions in deeds have been drawn.

The importance of the right of way has
seldom received the attention it merits. This
has been largely due to the fact that property
owners have generally been only too glad to
in-omise the right of way in order that the
highway, or railway, might be built, know-
ing how much the value of their property
would be enhanced thereby. On the other
liand those responsible for the enterprise have
had in view the rapid, and at the same time
economical construction of their project and
have not always taken the precaution to
secure the necessary title to the property
occupied. The result is that after the lapse'
of years during which the property has by
reason of construction of the highway or rail-
way through it, largely increased in value,
tlie owner fails to remember that he gave the
right of way; and, if he is forced to it, he
remembers also that there were certain con-
ditions as consideration for the grant with
which the officials in charge have failed to
comply; or that the right of way has not
been located through his property along the
line he was given to understand it to be. In
many cases, in collusion with a lawyer, he
attempts legal action, or creates an uproar
throughout the neighborhood, the effect of
which many times is severely felt in the
further development of the enterprise.

Again, it develops in later check-ups, that
there is a considerable amount of right of way
for wliich no settlement has ever been made,
and in this, the only thing the parties in
charge can do is to compromise as best they
can.

It is gratifying to know, however, that dur-
ing the last few years, particularly since the
rapid development of the highway systems of
our country, the importance of tlie right of
way lias received more attention. This change
lias been brought about through the fact that
the law places every safeguard about the
ownership of real estate. It is now almost a
sacred act to come into possession of such
title. The owner has come to realize this.
The old roads and lines of transportation were
in a condition of flux. Property owners as
they builded their homes and cultivated their
lands adjusted themselves to the conditions
as they were. Now any changes in conditions
must be made carefully, and even then, they
may not be made without some difficulty.

It ha"\'ing been determined to connect two
points called termini with a railway, or high-
way, and the final location, by proper sur-
veys having been completed, the next impor-
tant step is that of securing the necessary
right of way. Here the opportunity presented
itself for some one to specialize and devote
his time and attention to this important work.
Thus there very naturally has arisen a type
of individual whose time and attention are
very largely devoted to ascertaining the
present and prospective value of lands, and
the crops, buildings, timber and minerals
thereon ; to enlist the interest of the numerous
land owners ; and finally to secure the neces-
sary rights either b,y gift or purchase. From
the very nature of the work such individual
has been given tlie title of right of way
agent.

The right of way agent then, is the con-
necting link between owner and purchaser. To
a certain limited degree, any one possessing
good business judgment may carry on the
work ; but to attain any considerable degree
of success the individual must be gifted with
faculties comparatively rare in combination.

He must rely for his success primarily upon
the establishment of some good system wliicli
keeps him constantly in touch with every case
assigned to him. He must depend, to close a
case, upon the following elements : His per-
sonality; ability to judge character; presenta-
tion and avoidance of misstatement ; per-
severance in the right direction; securing a
balance between what the owner will take and
the purchaser will give ; and ability to draw
up and secure the necessary papers the instant
the two minds are in agreement.

In purchasing rights of way the personality
of the agent enters almost immediately and
continues to be the factor throughout.
Whether he will secure the right sought often
depends upon his ]iersonality — the way he im-
presses the property owner at the first meet-
ing. Here is where the agent's ability to
judge character enters, for until he becomes
better acquainted with the party he is deal-
ing with he is forced to judge by the party's
exterior characteristics.

Sometimes a man can live down first
impressions, but any unfavorable impression
is a handicap and therefore puts a useless
obstacle in the way. In general, the per-
sonality of the agent should create the im-
pression that he is a solid, intelligent man
with plenty of energy and perseverance. He
should avoid any eccentricity of raiment that
would create the impression that he is sporty
or frivolous. Moreover the agent must be able
to make friends, be a man who has ideas, con-
versant with general topics, and whom, there-

( Continued on page 23.)

CAUroirXIA IHailWAYS A\D JTHLIG WOh'KS

11

The Serra Grade Separation

Bii L. M. ItANSON, Assistant District KiiRineer.

ON AITGUST 8, the contract between San
Juan Creek and Serra in Orange
County, was completed. This project
involved a notable change in the line and
grade of both the state highway and the Santa
Fe Railway, which shifted its tracks to make
possible the safe junction of the two state
liigliways.

Two subways at this point were determined
upon because of the heavy traffic over the
coast highways, which had to be properly
eared for at this junction, to obviate danger-
ous congestion.

LAST LINK COMPLETED

The completion of this grade separation
completes the last link in the state highway

1

^

1

Placing slope paving in north subway.

system on Route 60, between Long Beach and
Route 2, leading to San Diego, California,

COST IS SHARED

The cost of this grade separation was borne
jointly by the Santa Fe Railroad Company
and the state.

The agreement between tlie state and the

Another view of south subway.

railway company as approved by the State
Railroad Commission was as follows :

"(a) The Highway Commission shall
bear 60 per cent and the railway company
40 per cent of the cost of the North bridge.

(b) The Highway Commission shall bear
75 per cent and the railway company 25
per cent of the cost of the South bridge,
including foundation, excavation, concrete
abutments, steel span, docking for span,
and all necessary labor incidental thereto.

(c) Each party shall pay 50 per cent
of the cost of all track work and the
necessary grading for the change of the

Lookuig west, showing south subway in center ; north
subway, upper right hand corner ; Orange-2-A
line lower right hand corner.

Lciolving- west from soutli subway.

line of tlie railroad and all other work
incidental thereto."

WILL AID TRAFFIC

The completion of this contract means that
a heavy volume of traffic is now using Route
60 along the coast instead of following Route
2 through San Juan Capistrano and Santa
Ana.

Owing to the county road detour which
involved the fording of San Juan Creek and

12

CALIFORXIA HKUnVAYH AM) I'l lilJC WORKS

a dangerous grade crossing of the Santa Fe
Railway, tlirongli traffic was not using Route
60 to any api)reciable extent. The south
underi)ass of tlie Santa Fe was thrown open to
traffic in the evening of July 3d, affording the
holiday traffic use of the coast road through
Lagmia Beach.

DETAILS OF WORK

This contract involved, on the part of the state,
the grading and paving of ().(> miles with Portland
cement concrete and 0.4 miles graded and paved with
bituminons macadam. Also !)(),(I00 cubic yards of
exca\ation was involved in the contract in addition
to other contract items, which included GfJO cubic
yards of slope paving.

A 200-foot curve in the highway line was super-
seded b.v one of 550-foot radius, superelevated. This
was made possible by cutting down the bluff at that
point, the excavated material being used to raise the
grade of the railway tracks. The shifting of the
location of the railroad and a raise of nine feet in the
grade, made possible a contraction of the two subways,
xhese crossings consisted of concrete abutments with
steel girder bridge construction, each subway having a
clear roadway width of 40 feet. The curve leading
through the south subway in the direction of San
Diego has a radius of 750 feet and the one leading
northward toward San Juan Capi-''rano has a radius
of !)00 feet.

The contract was awarded to the V. R. Dennis
Construction Company on April 13, 1927, and final
acceptance was made by the Director of Public Works
on August IS, 1928.

The concrete pavement was constructed with the
thickened edge, using the 9-inch — 7-ineh — 9-inch sec-
tion. The macadam pavement had a 4-inch water-
boimd base, Type "A," with 2-inch bituminous
macadam surface, Type "C" Owing to the water
conditions adjacent to this work, it was necessary
to provide adequate facilities for removing surface
drainage from the subways. This was provided for
by the installation of a drainage system, consisting
of approximately ;j50 lineal feet of IS-inch heavy
reinforced concrete pipe, with a 5 by 5 Type, American
^'ertical Centrifugal I'ump. This pump is driven at a
s))eed of 1150 revolutions per minute by a 10-horse-
liower V. S. GO-cycle. 220-volt, o-phase, electric motor,
hiving the pump by moans of flexible coupling. The
(lumj) is equipped with a 5-inch suction pipe and a
<>-inch discharge pii)e, the automatic control consisting
of a (Jeneral Electric motor, starting switch and float
switch. In addition to the electrically driven pump,
there is an aiixiliary pumping unit, consisting of an
American 5 by 5, horizontal centrifugal i)ump. driven
at a si)ced of approximately 900 to 1000 revolutions
per minute by Novo type, 12-liorsepower, water-cooled,
multicylinder engine.

The furnishing and installation of the reinforced
concrete pipe drainage system with necessai-y exca-
vation and I'ortland cement concrete, was placed under
contract with F. II. ^'ehring, Long Beach, California.
The pumi)ing e(|uipment cost ajiproximately .$2,000
and the Vehi'ing contract was api)roximately .$4,900.
The contract price for the grading and paving with
slojH'd wails under Contract 521 was .$S(;.;>:;5..50.

Work was cai'i"ied on under the supervision of
District Engineer S. V. Cortelyou. J. H. Hodges was
Resident Engineer and Ralph D. Kinsey. Assistant
Resid(>nt Ihigineer.

$30,000 Contrihiition

Is Made to Joint
Highway District

A contrilnition of ^3().()()() to Joint High-
way District No. 8 was announced l)y the
California Highway Commission following its
meeting in Sacramento on September 6th.
The contribution was made by the state to
the Joint Highway District on the recommen-
dation of B. B. ]\Ieek, Director of the Depart-
ment of Public Works. It will assure the
construction of a connection between the new
Sears Point cut-off road and the present Sac-
ramento highway near Vallejo. An appro-
priation of a like sum has already been made
by the boards of supervisors of Solano and
Marin counties. These counties constitute
the Joint Highway District.

Had it not l)een for the contribution made
by the Department of Public Works, the ap-
propriation of the two counties would have
reverted to their respective treasuries.

The road to be constructed extends for two
miles from the new Sears Point cut-off to a
point north of Vallejo. It constitutes a short
cut for travel bound from and to the Sacra-
mento Valley from the Redwood Highway
and from San Francisco via Sausalito. In the
event that a state highway is constructed in
the American Canyon in Solano County,
which lies east of the present Vallejo road,
the cut-off will constitute an important con-
nection with this new highway.

Boards of supervisors of ]\Iarin and Solano
counties, the city of Vallejo, numerous organi-
zations and many private individuals were
most urgent in their request that the state
contribute to the Joint Highway District
because of the importance of the projected
road, both to neighboring cities and counties
and to the state as a whole.

Some hesitation was felt by the Depart-
ment of Public Works toward contributing to
the Joint Highway District fund because
travel using the road is pointed toward two
toll bridges. ]Mr. ]\Ieek reiterated the opinion
of his department and of (lovernor Young
that toll roads and toll bridges should not be
constructed on through traffic lines, and that
the toll method of financing bridges and roads
is archaic and justified only when all other
methods of fiiuuicing failed. All toll bridges
and toll roads desigiu^d to carry through
travel, Mr. ]\Ieek declared, should ])e nuide
free at the earliest p()ssil)lp moment.

CAfJFOh'.MA HIGHWAYS AND rUBLIC WORKS

13

Pioneer Trail Now State Highway

11 y IOleaxou TjEK Keadixg.

The California portion of the Yellowstone Cut-off
consists of the Redding- Alturas lateral and the road
north from Alturas to the Oregon line near Lake-
view. At a meeting of the Yellowstone Cut-off
Association held in Redding, Miss Eleanor Reading
read the following article telling of her grand-
father's pioneer trip over the trail that this high-
way now follows. Miss Reading concludes her
article with the sage observation that transporta-
tion then had one advantage over motoring, in that
when the horses died they could be used for food,
but when a battery now "goes dead," the "modern
steed" does not offer a very appetizing diet.

MY GRANDFATHER, Major P. B.
Reading, headed the first party of
white men to cross the nionntains
into California by what is now the Yellow-
stone Cnt-otf. He kept a diarj'' of the entire
trip, making" daily entries, always with his
rifle at his side.

In ^lay, 1843, exactly eighty-five years ago,
lie crossed the j\Iissonri River with a wagon
train of two hundred and fifty people, most
of whom were bonnd for Oregon. In cross-
ing the plains tliey had many interesting
experiences, thrilling adventures and ter-
rible hardships. Many times they were
without food, sometimes due to scarcity of
game, yet at other times they had an abund-
ance of fresh meat but were unable to cook

Beautiful Burney Falls on the Yellowstone cut-off.

Major P. B. Reading,
pioneer trail finder

Eleanor Lee Reading

it because of the absolutely barren country
and the wet weather, making it impossible for
them to build a fire. Grandfather wrote that
it was very tantalizing to be nearly starving
in a camp full of meat.

Upon reaching the Platte, they found the
river one mile wide and five feet deep, just
barely too deep to ford, so they Avere delayed
a number of days killing buffalo and making
boats with the hides.

They passed Fort Laramie and crossed the
Continental Divide at a point slightly south
of Yellowstone Park — being very enthuiastic
over the rugged cliffs, deep gorges, beautiful
waterfalls, and unusual terraced hot-springs.
The Oregon party left them at Fort Hall,
heading for the Columbia River. Grand-
father and twelve others proceeded to Fort
Boise, seeking what they believed to be the

14

(ALIFORXIA HIGHWAYS AMD PUBLIC WORKS

most direct route to California. The fort was
then a 150-foot square adobe structure, used
by the Hudson Bay Company as a trading
post. It was in charge of Capt. Payette, who
gave them a warm Avelcome, and very gener-
ously divided his limited food supply with the
party. He warned them that the Indians
west of there were very hostile, and that such
a small party of men Avould be in great
danger. They estimated that it would take
them thirty to thirty-five days to reach the
Sacramento Valley. It was then October, and
the Sierras were covered with snow, so it
seemed a daring adventure to try to cross the
mountains hy an entirely unknown route, but
the.y had such implicit faith in the proposed
course that they started out, each with a
saddle horse and a pack animal, with only
fifteen days food supply.

Game was very scarce and by the end of the
fifteenth day their supplies were completely
exliausted. On the fifth day following, they
killed a small antelope, but were soon starv-
ing again. One notation in the diary shows
that they had only one handful of antelope
grease for the day, with no food at all for the
next four da^vs.

They followed the identical route of the
present road, and were greatly impressed with
the scenery, especially after reaching the Pit
country. Grandfather described the mag-
nificent cliffs of Pit River Canyon, the distant
view of Mt. Shasta, and a very beautiful
waterfall which was evidently Burney Falls.

Tliey had hoped to be able to trade with
the Indians for food, but they were very wild
and fled at the approach of the white men.
The natives lived in large holes in the ground,
covered by a lattice of limbs and sod, with a
three-foot opening which served as both door
and chimne.y.

From there they followed a southwest
course, but had to return to the Pit River
after being without water for thirty hours.
Realizing the danger of the situation (the
canyon being a trap), but there being no
alternative, they descended the cliff. In a
few minutes they were attacked by Indians,
but no lives were lost and they finally suc-
ceeded in driving them aAvay. However, the
following morning they found that most of
their liorses had been killed, and as they had
been witliout any food for many days," they
butchered and ate tliem.

As tliey neared the valley, game became
more ])lentiful, and they found grizzly bear
so numerous that they had in some places
worn paths five and six inches deep. They
reached the Sacramento River on November
3d, and their joy and thanksgiving was
pathetic. It had been exactlv one month

"GRUMBLER" PRAISES

EFFORTS OF STATE

HIGHWAY WORKERS

[From the Los Angeles Times. '\
GOOD WORK, BOYS!

LOS ANGELES, Aug. 4.— [To the Editor of
The Times]: Please allow me space for a word
of appreciation and commendation to the crew
of the State Highway Department that has for
the past couple of months been doing patch-
work on Foothill Boulevard between Pasadena
and Arcadia.

As the proof of the pudding is in the eating
of it, so the proof of good highway patchwork
is riding over it. These men patched several
miles of that highway where it was like a wash-
board and did the work so well that as you ride
over it you can not tell where the patch begins
and ends. And it is not just chance, because
they have laid down hundreds of these patches
and they are all alike.

The State Highway Department is to be con-
gratulated on this work. It is a treat to see
public work so well done. It might be well for
the city and county to send their men out to
see how it is done. No, I am not connected with
the State Highway Department, nor am I in
that line of work at all. I am ordinarily a
grumbler, but willing to give the devil his due.
I will do some first-class A-1 grumbling in later
letters to you.

GRUMBLER.

since they left Fort Boise. They followed
down the east bank of the river to Sutter's
Fort at Nueva Helvetia (now Sacramento),
where they were the guests of General Sutter.

He returned to Shasta County to take up
a tract of land that had been presented to him
by the Mexican government. This tract
retains the name of Reading Grant and com-
prises 27,000 acres of Avhich this city forms
a small portion. The spelling of the name of
the town was later changed in order to avoid
the confusion of the frequent mispronuncia-
tion, and also to honor a ^Ir. Redding of San
Francisco, a lawyer of the Southern Pacific
Company, who was instrumental in bringing
the railroad through this city.

He later made a trip to Washington City,
where he met and married my grandmother.
She returned M'ith him to Shasta County,
wliere they made their home until the time
of grandfather's death.

In closing, I might mention that my grand-
father had one advantage over the modern
motorist — when liis horse failed as a means
of transportation, it furnished a food supply
that saved him from starvation ; but in these
days, if you kill your engine and your battery
goes dead when you are miles from anywhere,
I don't believe you would find the modern
steed a very appetizing diet.

CALIFORXIA HWHWAYS A^D PUBLIC WORKS

15

Seven Years of Highway Landscaping

[Editor's Note. — The following article telling of
the policy of Massachusetts in landscaping its
highways will be of interest in California because
of the increased interest to this state in highway
beautification. The article was written by N. C.
McCloud and was published in a recent issue of
the Highway Magazine.]

TOURISTS motoring through Massachu-
setts find unfailing sources of admira-
tion and delight in the roadside beauty
of the state's thoroughfares. The general
effect is that of a continuous garden plot
wherein ragged edges and scarred slopes have
no participation. Backyard practices, treat-
ing roadsides as things of minor importance,
have been discarded by the Massachusetts
authorities and supplanted by careful treat-
ment which lends new charm to these border-
lands of pleasure travel.

The Bay State policy recognizes roadside
beautification as a vital part of highway bet-
terment, demanding the same attention that
is given road construction itself. In pursuit
of this belief the state department of public
works has proceeded with a definite program
of activity dating back to 1921. The logical
results of seven years entitle Massachusetts
to foremost rank as a pioneer in this particu-
lar type of improvement.

The new state highways of JMassachusetts
have a standard right-of-way width of sixty
feet, which affords abundance of room for
landscaping the space on each side of the
traveled portion. State legislation empowers
the road authorities to improve the roadsides
through such plantings, care and replace-
ments as may be required. In applying the
law on the subject, the department of public
works has utilized vacant space along the
highways for ornamentation through the cul-
tivation of natural growth and the introduc-
tion of decorative plantings. Flowers, trees,
vines and shrubs from state nurseries are
planted in abundance to enhance the beauty
of the wayside.

These improvements are conducted by the
maintenance division of the department, and
the cost is included in the regular expendi-
tures for upkeep. The liberal scale on which
the work is undertaken is indicated by the
operation of extensive nurseries at Palmer,
where trees and plants are propagated and
where the working forces are trained in the
care of transplanted growth and in the gen-

(Continued on page 16.)

Association Labors

To Keep the State

Highioaij Beautiful

Honorable B. B. Meek, Director,
State Department of Public Works,
Sacramento, California.

Dear Me. Mfhck :

Knowing of your very sincere desire to see the high-
ways of the state beautified and attractive, and also
your desire to see the best of accommodations and
facilities for tourists and vacationists along Califor-
nia's highways, I am sure you would be interested in
the work of the Auto Camp, Garage and Service Sta-
tion Unit of the Redwood Empire Association, which
was organized as a subsidiary over a year ago.

The functions and objectives of this organization
are indicated on the enclosed. Enclosed, also, are
copies of correspondence which has been sent out to
our own members relating to cleaning up camps, im-
proving sanitation facilities, and, in general, raising
the .standard of operation.

One thought that we have always had in mind is to
induce camp owners and operators, also garage and
service station people, to erect their buildings and set
up their places of business as far away from the high-
way right of way as practical in order not to encroach
upon the scenery and to avoid the additional traffic
hazards which buildings flush on the edge of highway
rights of way always create.

It is our desire to offer to the traveling public
throughout the Redwood Empire not only diversified
accommodations fitting every purse and every idea, but
also absolutely clean, attractive, and in some cases odd
and colorful stopping places.

If we can be of any service to you along these lines,
please do not hesitate to call upon us.

Cordially youi-s,

Ralph Herrick,

President Redwood Empire Association.

P. S. — We hope to frame some legislation affecting
camp operation and sanitation and will appreciate
your cooperation when the time comes.

The following letter was addressed to fifty-eight
community organizations and boards of supervisors in
the nine counties of the Redwood Empire.

"For three years officials of your Redwood Empire
Association have been carefully watching the growing
nuisance of promiscuous posting of all manner and
tvpe of signs along the highways in the Redwood Em-
pire, which have been destroying the beauty and
attractiveness of the scenery.

"Many of these very unsightly signs are being
posted on redwood trees and in other spots, which not
only hide the natural scenery, but create a feeling of
distaste in the minds of tourists and vacationists.

"It seems high time to eliminate this evil, which is
a fast growing influence militating against travel
increase in the Empire.

"Your association has collected a series of clippings
indicating the feeling of various newspapers, also city,
county and state officials in other parts of the state
and in other states. There seems to be a universal
movement to eliminate this promiscuous sign evil,
which is ruining the natui-al scenery."

16

CALIFORNIA HIGHWAYS A^^D PUBLIC WORKS

SEVEN YEARS OF HIGHWAY
LANDSCAPING

(Continued from page 15.)

eral work of roadside beautification. The
entire program is superintended by tlie state
liiglnvav landscape snpervisor.

A DEFINITE PLAN FOLLOWED

Haphazard activities have no place in the
Massachusetts policy. The completion of a
construction job is followed by landscape
])lannino- in the hands of skilled engineers.
For the guidance of the roadside forces a
plan of treatment is worked out on blueprints
carrying colored crayon markings to indicate
the cliaracter of the planting at each particu-
lar spot. These designs show the planting
crews where to place each tree, plant, vine, or
shrub. The result is a borderland which fits
the environment.

The policy demands that the designers shall
follow natural tendencies in every detail.
Local soil conditions are studied as a means
of selecting the growth that will thrive best
in each locality. Plantings of growths for-
eign to the Massachusetts landscape are not
loermitted. The Colorado spruce, for example,
is dismissed as something of inherent beauty
but out of place in the New England environ-
ment. The authorities have taken a determined
stand against imported species obviously
artificial and failing to reflect the person-
ality of the commonwealth.

Seven years of concentrated activit}^ has
transformed IMassachusetts roadsides into
something to which the state points with
becoming pride. At one place the visitor finds
a border of flowering honeysuckle ; near at
hand a blossoming elderberry thicket ; and in
a neighboring spot a border of old-fashioned
daisies. Other places hold artistic blendings
of shrubs and evergreens, covering a spot
formerly offering the bleakness of a bank of
gravel or a rain-washed slope of barren clay.
The department has found that a dressing of
topsoil makes it ])0ssible to convert construc-
tion scars and unsightly bleakness into pleas-
ing bits of garden, offering an assortment of
plants and blossoms whicli changes the entire
pros])ect.

The barren reaches of Cape Code are bright-
ened by luxurious borders of beach plums
which make the drive among the sand dunes
a thing of unforgettable delight.

The roadside policy of Massachusetts pos-
sesses a practical aspect that is not to be
disregarded, in that the nursery plantings and land-
scape work serve the useful purpose of preventing

soil erosion and washouts, with resultant saving's in
the cost of highway maintenance. Countless spots
which offered an open invitation to erosion have been
covex-ed with vines, clover or shrubs, to the peii^etnal
advantage of the taxpayer in the matter of upkeep.

A phase of the work that may be regarded as no
less important than the new plantings is that which
involves the use of the axe and pruning knife in
treating existing growth and promoting satisfactory
development. Trees Avith mangled tiimks and branches
are removed in the interest of attractive appearance
and to permit tlie better expansion of surrcninding
vegetation. Pruning and shaping are applied to
unsightly and ill-shaped growth, accompanied by tree
surgery for the repair of mechanical wounds and
open cavities. Telephone wires and poles are taken
down and the wires concentrated in unobtrusive road-
side cables, to the distinct improvement of the sky-
line. Board fences are cloaked by plantings of shade
trees arranged with studied avoidance of straight lines
and uniform spacing, in simulation of natural foresta-
tiou.

In dressing up its roadside landscape the state has
adopted a plan of softening the harsh lines of white-
washed stone pillai's placed at danger points for the
protection of traffic. The stark stiffness of these
markers has been relieved by giving them a back-
ground of vegetation which does not interfere with
their visibility but which gives the pleasing effect to
be expected in a well-tended garden. Roadside
springs, as well, have been dressed up in attractive
fashion which makes each of them an invitation for
the tourist to stop and be refreshed. Benches are
provided at frequent intervals and a bid for public
neatness is extended through the presence of barrels
for the receipt of picnic rubbish and other debris.
The suggestion of good housekeeping is everywhere
apparent.

SOEXEBY GIVEN A CHANCE

Perhaps the crowning touch of the Massachusetts
pi'ogram from the viewpoint of the tourist is afforded
by the attention devoted to the opening of scenic
vistas along the highways. The state authorities feel
that the engineer can not be expected to locate his
road with regard to scenery alone, and that his task
is completed with establishing the grades and cun^es
that are to be followed. The task of bringing the
scenery to the highway is that of the expert in laud-
scaping effects. The extent to which this policy has
been followetl in ^lassachusetts is a revelation to the
sight-seeing tourist who has had the frequent experi-
ence of passing fine views that could not be seen from
the channel of travel.

Until recently the highways passed through scenic
beauties entirely hidden fi-om the traveler wiio stuck
to the main thoroughfare. The visitor might have
been within a few feet of a splendid panorama with-
out suspecting its existence.

In today's scheme of beautification this condition
does not prevail. Landscape artistry, as applied in
^Massachusetts, has selected strategic points where the
cutting away of roadside foliage has revealed scenic
vistas. In this way the scenery has been brought to
the highway and the traveler receives the full benefit
of the picturescpie environment. This development is
especially important in the Berkshire region, where
the cleared spaces open vistas of the utmost beauty.

The . experience of seven years has enabled the
state to appraise the cost of the beautification work,
and the officials do not hesitate to say that the expense
has been of trivial proportions.

CAlJFOIx'.MA IIKIinVAYS AMD I'l'liLlC M^ORKH

17

Value of Traffic Lanes Is Shown

By Almon Coonrod.

Hot

tlie road

THE MARKING of traffic lanes on the
reconstructed portion of the Foothill
boulevard between Cherry avenue and
San Bernardino has vastly increased the
traffic capacity of this highway. The move-
ment of vehicles has quickened and lines of
vehicles waiting" for an opportunity to pass a
truck or slow moving car are no longer in
evidence. This is the thought borne out by
observation and illustrated by the accompany-
ing photographs.

Approximately two months lapsed between
the time of completion of the pavement and
painting the traffic lines. This period
afforded an opportunity to observe traffic
both before and after the lines were painted
and visualize in some degree the value of the
lines.

There seemed to be a feeling among the
traveling public that the widened pavement
was constructed only for their ease and safety.
This Ave agree was part of the purpose, yet
some drivers in thorough enjoyment of the
wide pavement took more than one-third of
the road, often at the inconvenience of faster
drivers following in close procession behind
them. Vehicles awaited their opportunity to
pass or risked an accident in the same way as
on a 20-foot or two-lane pavement. The
public were not using their highway to
capacity and -were not receiving the full bene-
fit of their investment in a 30-foot pavement.

The ]iavement is now divided by white
painted lines into three 10-foot lanes. The
driver no longer feels his right to half the
road but finds plenty of ease and comfort
within a well defined one-third of the road and
is satisfied. The bold white stripe inspires
confidence that a vehicle coming in the op-
posite direction will not cross the line to
meet him in a head-on collision.

Every auto in its riglit place.

With but slight exception all vehicles are
seen in the outer lanes, the center lane remain-
ing open for passing. With plenty of pass-
ing facilities vehicles now travel far apart
and bunching behind sIoav vehicles <is no
longer in evidence.

The two white lines were painted over the
9.3 miles stretch from Cherry avenue to San
Bernardino at a cost of $2,076.52. The
original 18-foot pavement was resurfaced and
widened to 30 feet at a cost of $186,688.77.
Tliis highway could have been resurfaced and
widened to 20 feet for approximately half
this amount. The third traffic lane, there-
fore, was an investment of about $90,000. It
follows tliat by the small cost of $2,'076.52 for
painting lines for traffic guidance an invest-
ment of $90,000 has been made to yield its
full benefit to the public.

L'il pickaninny,
Looks just like liis poppy ;
Don't know what to call him,
'Less it's Carbon Copy.

— Wisconsin Octopus.

DELAWARE — Combined state and local expendi-
tures on highway improvements for 1928 are expected
to total .$3,215.0fX), about one-third of which is being
applied to local I'oads. The state is supervising 95
miles of grading and paving projects.

MINNESOTA — The maintenance dollar was spent
in 1927 as follows : Patrol, 3S.3 cents ; special work
(including snow removal and snow fences), 34.5
cents ; repairs and replacements, 15.8 cents ; better-
ments, G.O cents ; and supervision, 5.4 cents.

ILLINOIS — The state department of public health
has joined other states in testing semipublic wayside
water sources and giving them a seal of approval.
"Safe water" .signs will soon greet the thirsty motor-
ist, who may thus be reassured that the well has
passed inspection.

18

CALIFORNIA HIGHWAYS AXD PUBLIC WORKS

Figures Tell Stonj

Of High way Program

During Biennium

At the August session of Governor Young's
council, B. B. Meek, Director of the Depart-
ment of Public Works, reported for the Divi-
sion of Highways that during the present
biennium work to the value of $15,720,144.97
had been placed under contract or bids had
been opened with awards pending. This
work is divided between the construction
fund and the reconstruction or maintenance
fund as follows : Construction fund, $7,124,-
900.11; Reconstruction fund, $8,595,244.86.

"Work then under advertisement was esti-
mated to cost $1,629,000. This work was
divided as follows : Construction fund,
$480,000 ; Reconstruction fund, $1,149,000.

Mr. Meek stated that it appeared reasonably
certain that work estimated to cost $2,900,000
would be placed under advertisement between
the date of the council meeting (August 29)
and September 30, 1928, divided as follows :
Construction fund, $1,700,000 ; Reconstruc-
tion fund, $1,200,000.

HIGHWAY WORK FOR WINTER MONTHS

Projects which can be constructed during
the winter months are now being planned. It
is hoped that this will aid in providing greater
employment during the winter months.

Budget Requests of

Governor Young Are

Met by Department

The budget requests of the Department of
Public Works for the biennium of Julv 1,
1929, to June 30, 1931, total less than $10,000
over budget allotments for the present bien-
nium, according to figures made public today
by B. B. Meek, director of the department.
These figures shows budget requests for the
coming biennium totaling $910,886 as com-
pared with budget allotments for the ]:)resent
biennium having a total of $910,094. This is
in accordance with tlie announced policy of
Governor Young that budget requests for the
next biennium be kept as closely as possible
to the expenditure figures of the present
biennial period.

The figures for the 1929-1931 biennium do
not include expenditures for highway con-
struction, reconstruction and maintenance as
these are financed from gasoline taxes, regis-
tration fees on motor vehicles, taxes on high-
way transportation companies, and federal
aid.

The budget of recommended state highway
expenditures for the coming biennium is now
being prepared. Under the new budget law,
which was one of the outstanding enactments
of the Young administration, highway pro-
jects are budgeted along with all other items
of state expenditures. Under the Young
budget plan, information as to all highway
projects is given the public by the California
Highway Commission in advance of their
construction or the expenditure of money
upon them. The budget for the new bien-
nium will be presented to the legislature
when it meets in Januarv.

Maintenanee on Bedwood

Highway Is Commended

By Association President

Willits, California, August 28, 1928.

Mr. Ralph Bull.

Chairman. California Highway Commission,

Eureka, California.

Dear IMr. Bi ll :

I have made a recent trip over the highway from
San Francisco to Eureka and I am particularly im-
pressed Avith the splendid maintenance Avork being
done over the entire route. The new process of quickly
laid, oiled and graveled surfacing has facilitated the
motorist travel to the extent that the old complaints
no longer are lieard.

I think your maintenance department should be
congratulated on the efficient handling of its part of
the highway program.

The portion of the road south of Willits to connect
with the paved highway at Cloverdale is in the best
condition I have ever seen it.

Sincerely yours.

Edward INIorris.
President, Redwood Empire Association.

A CONDUIT HIGHWAY

Handling traffic on the approaches to big cities is
the problem that is proving hard to solve and con-
gestion, especially on Sundays and holidays, is con-
tinually growing worse, preventing many motor car
owners from using their cars on those days. High-
way engineers state that the 20-foot highway is a thing
of the past and that 40- foot roads, under ordinary
conditions capable of carrying at least twice as much
traffic and at a more rapid pace, are essential to
meet the modern demand. New York state, realizing
that the public will have speed whether or not road
facilities are equal to the demand, has embarked
upon its greatest single highway project. This is a
40-foot wide pavement running through 11 towns on
Long Island for a distance of 24 miles. The Conduit
Highway, as it is called, constitutes the newest offer-
ing to speed and safety — the demand of the motorist.
— Wall Street Joiinidl.

Among the safety measures adopted by the South
Dakota state highway department is a flat "3 to 1"
sideslope. Where fills are more than seven feet high,
a steeper slope is used, and a guard fence added for
protection.

CALIFOh'XIA IIIOIIWAY8 AND PUBLIC WOKK^^

19

Cause of Highway
Accidents Analyzed
By U, S, Road Body

DUKING EVERY 24 hours of 1928 an
estimated average of 2360 persons are
being' killed or seriously injured on the
streets and highways of the United States.
The estimated economic loss for the first six
months of 192S was $:5r)0,000,000 exclusive of
small property damage and insurance
premiums. At the present rate of increase
the ''Grim Reaper" will exact a toll of 40,000
human lives in highway accidents during 1935.
These figures were part of an analytical high-
way safety report issued by the American
Road Builders' Association.

During the first six months of 1928 the
American Road Builders' Association esti-
mates that 13.750 persons were killed and
412,500 seriously iniured in highway acci-
dents. The toll for 1927 was 26,618 killed and
798,700 seriously injured, a total of 825,318
casualties. At the present rate approximately
27,500 persons will be killed bv the end of
1928.

What do these figures show 1 Do they indi-
cate that the American people are becoming
alarmingly careless at the wheel of an auto-
mobile or while walking upon the street ? Do
they mean that modern cars are too fast or
too inefficient to be safely operated on our
system of highways?

ANALYSIS OF ACCIDENTS

A careful analysis of highway accident statistics
will show the latter to be largely untrue. The
principal causes of highway accidents it will be
shown, are discourtesy and carelessness on the part
of both drivers and pedestrians. The statistics prove
the following points :

First — That the most important causes of highway
accidents where motorists are principally at fault
are in order of their importance — inattention, speed-
ing, traffic law violation and intoxication. Of the
26,618 killed in 1927. motorists were at fault in
11,765 fatalities and all but 1882 were attributed
to the above causes.

Second — That the most important causes of high-
way accidents where motorists are principally at
fault are : children playing in the street or crossing
in violation of traffic law. adult jay-walking, inatten-
tion, and confusion. Of the 11.367 deaths caused
principally by pedestrians in 1927, all but 1250 were
attributed to these causes.

Third — That adverse physical conditions, such as
wet streets, defective roads, poor lights and narrow
streets, caused but 3586 deaths.

Fourth — That the human factor is responsible for
95 per cent of all accidents.

Fifth — That the human factor which causes high-
way accidents is largely the result of certain definable
physical conditions, such as complex traffic laws,
traffic congestion, discourtesy on the part of fellow

motorists, carelessness on the part of fellow motor-
sists, fatigue, physical incompetency, lack of con-
fidence and the improper conduct of pedestrians.

Sixth — That approximately 60 per cent of all
fatalities arc pedestrians.

Seventh — That more than 30 per cent of all
fatalities are children of school age.

Eighth — That accidents involving pedestrians con-
tinue to climb in number much faster than accidents
involving only motorists.

THE REMEDY

As a result of its studies, the American Road
Builders' Association has launched a national high-
way safety campaign based upon what it believes to
be the fundamental principles of highway accident
prevention. These principles are in brief:

First — That all cities and communities should
undertake local campaigns to educate pedestrian
traffic in the principles of courtesy and caution while
on the public street or highway. The use of common
sense is recommended in lieu of complex traffic rules.

Second — That all states should adopt a system of
examination and licensing of motor vehicle drivers.

Third — That the adoption of the uniform codes of
state and municipal traffic laws based on the report
prepared by the National Conference on Street and
Highway Safety is desirable.

Fourth — That the education of drivers in the
principles of courtesy and caution should be under-
taken in all communities.

Progress Told in

Grade Separations

On State Highway

Substantial progress has been made in securing
cooperation on grade crossings separation projects, so
Director Meek reported to the Governor's Council on
August 29th.

The following grade separations, with the amounts
provided by the railroad and the state, are under con-
tract, advertised or an agreement has been reached
with the railroad for division of cost :

Under contract —
Brighton subway (Sacramento Est. cost R.R. share State's share

County) $100,000 00 $53,000 00 $30,000 00

(City of Sacramento pays
$16,600.)
Herndon line eliange (Fresno and

Madera counties) 335,000 00 47,600 00 287,400 00

Weimar crossing (Placer County) 50,000 00 25,000 00 25,000 00
Two Bowman crossings (Placer

County) 35,000 00 1,500 00 83,500 00

Araz crossing (Imperial County) 32,500 00 10,000 00 22,500 00
Santa Clara overhead (Los

Angeles County) 70,000 00 10,000 00 60,000 00

Sargent crossing (Santa Clara

County) 63,336 30 27,867 00 35,469 80

Advertised — None.

Agreement reached — -
Irvine crossing (Orange County), 125,000+ 40,000-F 85,000 00
Spence crossing (Monterey Co.)_ 70,000 00 30,000 00 40,000 00
Alodesto line change (Stanislaus

County) (Hatch crossing) 52,882 00

Wineville crossing (Riverside Co.) 125,000 00 60,000 00 65,000 00
Barstow grade separation (San

Bernardino County) 145,000 00 75,000 00 35,000 00

(County pays $35,000.)
Donation to S. P. R. R. — San

Jose 150,000 00 75,000 00 75,000 00

A total of 3,530,000 cars and trucks were manu-
factured in 1927, having an aggregate wholesale value
of $2,556,750,000. The average retail price during
the vear, of passenger cars, was $953, and of trucks,
$1,053.

20

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Flood Inundates

State Highway in

Imperial Valley

THE EL CEXTRO to Yuma hiohway
was completely inundated on the morn-
ing of July 14tli following a break in
the East High Line Canal near Holtville.

It is believed that the water in the canal
was caused to raise through silting up of the
channel causing a small stream to flow through
a goi)her hole or weak place in the canal
bank. The rapid erosion which followed soon
made an opening large enough to take the

The inundated highways.

entire flow of the canal. The canal was
carrying a volume of 1800 to 1900 second-feet
of water which amounted to a veritable river
and the adjoining fields and the state high-
way were quickly flooded.

The Imperial Irrigation District acted
]n-omptly when the break was reported. The
head gates were closed and water was turned
from the canal into the Alamo River. At the
end of 36 hours the break was repaired, the
canal was again carrying water and the liigli-
waj^ was made passable.

Occasional breaks in the soft silt banks of
tlie canals in the Imperial Valley are inevi-
table. The state highways throughout the
Im])erial Valley have been designed to drain
water away as rajiidly as is possible in the flat
valley lands. Previous to the construction of
the state highways breaks in canals of this
sort tied up traffic sometimes for periods of
Aveeks.

An inspection of the highway on July 28th
and again on August 17th revealed practically
no damage traceable to the overflow of the
canal. The pavement is oiled gravel of the
field mix type.

Historic "Test''

Highway Soon to

Belong to Past

[From the Pittsburg Post.l

Giving way before the march of progress as
exemplified by tlie new Hooper subdivision, the test
highway of the Columbia Steel Corporation, near the
Santa Fe subway is being destroyed by a crew of men
omjiloyed by the steel company.

The test highway, constructed in 1921, and which
cost probably a quarter of a million dollars, as an
experiment to demonstrate the value of concrete for
roads, and steel reinforcing, is credited generally by
construction engineers with having given California's
$200,000,000 highway program its first great impetus.

Incidentally the road experiment which cost the
Columbia Steel Corporation and other contributors
.t;240.000. started Pittsburg on its way as an indus-
trial city.

Men with heavy sledges and with dynamite are
now shattering the heavy cement, and it is being
hauled away. The tract will be cut up into lots.

The circular highway was built by the Columbia
Steel Corporation after its engineers had made investi-
gations of different types of highway at a cost of
$3,600. Later on the California Highway Commission
and V. S. Bureau of Public Koads sent observers to
watch the tests. The highway was built to parallel
actual conditions, and while the steel company was
interested in the use of steel in concrete, actually
the test was of concrete roads, as the open hearth
reinforcing steel manufactured here Avas not patented.
The tests were in charge of John B. Leonard, struc-
tural engineer, and the results were later published
in an exhaustive illustrated report by the California
Department of Public Works.

To make the test the state loaned forty trucks which
had been secured from surplus war material, and these
trucks were kept in continual operation for SO days.
During that period 7.36 million tons were applied to
the different types of highway, and the experiment
not only gave valuable road information to future
builders, but also important data on the use of
trucks and tires.

WISCONSIN— About 400 miles of pavement was
completed in 1927, making a total of 2700 miles of
hard surfacing on the state highway system.

AN OLD PRAYER STILL GOOD

An Interesting Prayer Dating from the Eighteenth
Century. Authorship Unknown.

Give me a good digestion. Lord, and also something

to digest.
Give me a healthy body. Lord, Avith sense enough to

keep it at its best.

Give me a healthy mind, good Lord, to keep the good
and pure in sight.

Which, seeing sin, is not appalled but finds a way
to set it right.

Give me a mind that is not bound, that does not
whimper, whine or sigh.

Don't let me worry overmuch about the fussy thing

called I.
Give me a sense of humor. Lord ; give me the grace

to see a joke,

To get some happiness out of life and pass it on to
other folk.

V A LI FORMA 11 Id II WAYS AND PUBLIC WOh'KS

21

EFFECT OF DISTANCE ON AUTO-
MOBILE OPERATING COSTS

(Continued from page 7.)

should be increased about 1-1 (o 30 per cent
for speeds of 50 miles per hour. Therefore it
se-r-nis liuit on projects involving unlimited
road speeds passenger automobile operating
costs may be assumed to range up to 4 cents
per mile, but care must be used to base the
estimate on the average prevailing speed
rather than the maximum speed.

Preponderance of traffic in one direction,
heavy grades or curvature, a large propor-
tion of business or commuting traffic and a
number of extreme or unusual conditions
would modify the figures in the tabulation,
■which, as shown, apply to ordinary roads
with average traffic and ordinary" profile and
alignment.

Tnicl- Cosis — Truck traffic conditions are
very different. The table gives the average
itemized cost per gross ton-mile for trucks
based on observations of about 1000 trucks.
As many of the arguments applied to pas-
senger traffic will fit truck traffic, the mileage
total of 3.93 cents per ton-mile probably is
too high.

The time value effect of distance is tangible,
especially as applied to drivers' w^ages.
Grades seriously affect truck costs, and
shortening of grade distances is usually desir-
able. On most roads the proportion of trucks
is small, but growing. Operating cost data
are obtained more readily than in the case of
passenger cars. Truck traffic should be
analyzed carefully in each individual case, as
freight traffic is analyzed on a railroad, with
special attention to commodities hauled, type
of trucks, methods of hauling, grades, etc. In
the absence of more extensive data, the table
furnishes a valuable guide for estimating
average truck costs, but each case is a prob-
lem in itself, and averages will not apply to
trucks as well as they do to passenger cars.

Conclusion — It is suggested again that high-
way engineers have been too much inclined to
base location estimates on assumptions rather
than on facts. As far as the item of route
distance is concerned this article has attempted
to present a brief outline of facts to be used
as a foundation for estimates. It is a fact that
the total over-all cost of operating a passenger
car may well be 6 cents to 12 cents per mile,
more or less, but the highway engineer must
divide and apportion this total to reach the
proper solution of his location problems.

New Mexico Borroirs

Califoniia Type Pavement

For Its Arid Hightvays

How the "Califoruia type pavement" is spreading
among west<'rn states is shown by the fact that New
Mexico is now hiying this type of "oil-mixed" pave-
ment. In an article telling of the first contract for
this type of pavement in New Mexico, the New
Mexico IligJncay Journal says in part:

"Early in the summer of 1027 the New Mexico
Highway Commission decided to investigate the mix-
in-place or 'turn-over' method of treating crushed rock
and gravel roads with asphaltic oils.

"California had pioneered in the application of this
method. It is true that Wisconsin had treated a
short section of road by this method as early as 1023,
but either its importance escaped them or they decided
it was not suited to their conditions, for there is no
record of their having made a further application.
Doubtless an ami^le supply of moisture for the mainte-
nance of their gravel roads has dulled for them the
sharp spur of necessity which pricks California, Ari-
zona, and New Mexico on to a search for some method
which will keep gravel roads travelable in areas so
arid that no ordinary sort of maintenance can keep
them fit for travel."

SOME JAPANESE TRAFFIC WARNINGS

One of the problems of motorists in Kobe, .Japan,
is to control their mirth while reading some of the
traffic signs that have been translated into English,
according to information received by the American
Automobile Association from a prominent surgeon
doing missionary work in that country.

One sign, "Hints to Motorists," reads as follows :

"At the rise of the hand of policeman, stop rapidly.
Do not pass him or otherwise disrespect him."

"When a passenger of the foot hove in sight, tootle
the horn, trumpet to him, melodiously at first. If he
still obstacle your passage, tootle him with vigor and
express by word of mouth the warning HI HI."

"Beware of wandering horse that he shall not take
fright as you pass him. Do not explode the exhaust
box at him. Go soothingly by or stop by the roadside
while he pass by away."

"Give big space to the festive dog that make si^ort
in the highway. Avoid entanglement of dog with your
spoke wheel."

"Go soothingly on the grease mud, as there lurk the
skid demon."

"Press the brake of the foot as you roll round the
corner to save collapse and tie-up." — Patton's Monthly.

Canada ranks third among the countries of the
world in automobile registration, with 733,704 pas-
senger cars, 1,503 buses, and 84,953 motor trucks. The
United Kingdom ranks second, with 754,284 passenger
cars, 21,000 buses, and 248,307 motor trucks. Canada,
however, ranks second in population per motor vehicle,
with 10.7 persons to every automobile as against 43
persons to every motor car in the United Kingdom.

Horse drawn vehicles are no longer counted by the
State Highway Department of Michigan in its traffic
census, because they have decreased to a negligibly-
small number. Nine traffic counts are taken during
the year at 456 different stations including one count
in winter. Incomplete reports indicate an unusually
large volume of winter traffic particularly in the north-
ern counties.

22

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

ASK US ANOTHER

"DETOURS'

The District Highway Engineer is sub-
jected to a variety of demands and requests
by the public. Following is an unusual one :

Mr. S. V. Cortelyou, Dist. Eng.,
Los Angeles, California.

My Dear Sir :

As the chief engineer of District No. 7 you likely
know some choice locations for auto camp with gas
stations, stores and the usual outfit.

Also you may have seen locations that you thought
would bo ideal for a mountain resort ; fishing, hunting,
rest, boating, tennis, etc.

Kindly give me a few of the best, telling where
they are located and stating the advantages of each
location.

I am a retired M. E. minister and would like to
build a place in ideal surroundings with my son.
Possibly combine the two features as income justifies.

We will greatly appreciate your careful considera-
tion and beg to remain

Yours very truly,

P.S. Permanent state road very important.

An Old Enemy.

One finds him everywhere he goes — on highway, road

or lane,
He who disregards his fellow tourists with disdain.

He who drives disgustingly glancing left nor right
But "rides" the white line in the road — a custom
impolite.

His motto is "the road is mine" and "no one shall

go past"
And he doesn't seem to hear behind a horn's ferocious

blast.

He creeps along at twenty-five till traffic's sadly fussed
And still in the middle of the road sneers "Fellows,
take my dust !"

By Maxine J. Stickle.

Maintenance Men Praised

[From the Crescent City Courier, August 25th]

A large slide came across the Redwood Highway
about five miles south of the Klamath River late Mon-
day afternoon, holding up all traffic and making the
highway impassable until about noon on Tuesday.

The maintenance men were highly complimented on
their rapid work on the slide, as they were on the
job within a very short time after the slide came
across the highway, and had a temporary road across
the slide early Tuesday morning, which was passable
for passenger cars.

INCREASE IN AUTOS

Registration of motor cars and trucks in the
United States for the first half of 1928 shows a gain
of 1,504,489 or 7.2 per cent, as compared with the
same period in 1927. The total registration was
22,248,680 motor vehicles, as against 20,744,197 in
1927, according to the Oil and Gas Journal.

By Platt Young

Detours arc much like traversed lanes of life :
Congested traffic marks the smoother roads
And rows on rows of heavy-laden loads

Make motor's path a way of care and strife.

INIankiud will always choose the beaten way
And follow traffic whereso'er it leads.
Through hamlet, city, peaceful vales and meads,

Nor mind the destined goal, be where it may.

Detours are but adventures. He who dares
Will challenge some inviting, wayside lane
And when within the clearing once again,

A closer kin with Nature he declares.

Heed well the warning over fills and cuts.

And keep the well-worn way. But sometimes blend
A normal swerve with your pi-ogrcssive wend :

Detours of life will lift you out the ruts.

— Georgia Highway.

NATIONAL— Rural mail routes cover 1,270,746
miles, or nearly one-half of our rural highway mileage,
states a report from the postal service. Tiu^y reach
31,698,700 patrons.

NATIONAL — The Atlantic Coast Highway, from
Fort Kent, Maine, to Miami, Florida, is one of the
world's longest improved highways. Only one per
cent of its 2321 miles is yet unsurfaced.

NEW YORK completed more than 500 miles of
new pavement on the state highways in 1927. The
average width was approximately 20 feet, with a num-
ber of routes paved 27, 30 or 40 feet wide.

SUPPLEMENTARY BUDGET IS
ADOPTED

(Continued from page 8.)

MYERS TO TRUCKEE, VIA McKINNEY'S AND
TAHOE CITY

El Dorado County — Meeks Creek bridge, $11,500.

WILLOWS TO ROUTE 3 NORTH OF BIGGS
Glenn County — Quint Canal bridge, $10,000.
TIBURON TO ALTO

Marin County — Overhead approach at Alto, grading
and surfacing, 0.7 mile, $44,000 ; Alto overhead, $40,000 ;

SANTA MARIA TO FREEMAN VIA BAKERSFIELD
AND WALKER'S PASS

Kern County — Grading and oiled rock surfacing
from five miles east of Bakersfleld to mouth of Kern
River Canyon, $154,000.

MOJAVE TO NEEDLES VIA BARSTOW

San Bernardino County— Barstow grade separation,
state's share, $40,000; railroad's share, $75,000;
county's share, $35,000.

OXNARD TO SAN JUAN CAPISTRANO

Ventura and Los Angeles Counties — Little Sycamore
Creek to Solstice Canyon, pavement, 11.5 miles,
$422,000.

PINNACLES NATIONAL MONUMENT ROAD

San Benito County — To complete a preliminary sur-
vey to the Pinnacles National Monument in San Benito
County, $3,500. (Money contributed by the board of
supervisors of San Benito County.)

CALrFORXfA lUamVAYS AND PVIilJC WONKt^

23

DEVELOPMENT OF THE RIGHT
OF WAY

(Continued from page 10.)

fore, liis fellow man is f>lad to meet at all
times.

Like every other profession, that of the
right of Avay agent is or should be subject
to the same rules of conduct as are applicable
to any other vocation. Good faith and truth
are fundamental principles, a])plicable to the
relationship of agent, buyer, and owner. In
tlie long run the right of way agent M^io never
loses sight of this fact and practices it will
succeed in inspiring confidence, wdiich is the
most valuable article of the right of way
agent's stock in trade.

Skillful use of facts and arguments which
will lead the owner to lower his original
]irice, if it be really excessive, is very essen-
tial. Invariably the right of way agent will
find the owner "up" in his price. This is
natural for the unity of use of his property
is in many cases materially interfered with,
and many times damaged.

Again the right of way agent should be
very careful at all times never to insult or
anger the land owner, either by making him
feel that he does not know the merits or value
of his own property or otherwise.

Above all the right of way agent should
never misrepresent facts, as misrepresentation
of facts may invalidate a contract, and besides
it is best to be honest and clean cut in all
dealings. There are many cases of record
where the right of way agent has lost a situ-
ation and embarrassed his employer by in-
forming the land owner in an otf-hand way,
without wrong intention, and merely through
over-zeal to close his case, that this or that
would be done. The one difficulty with the
average right of way agent is that he expects
to be held responsible for the sum total in
dollars and cents only of the cost of securing
the right of way. If he comes to an actual
case in Avhich it will cost $1,000 for a cattle-
pass, drain ditch, or road crossing for the
payment of $50 or $100 in cash for the right
of way, as the expense of such work goes into
the construction account, they outweigh in his
mind the advantage of securing the right for
$50 or $100 in cash. For this reason the right
of way agent should not be allowed to make
any bargains that would involve the engineer-
ing dejiartment without the approval of the
Chief Engineer or higher official.

There was a time when the conception of
securing the right of way was that it con-
sisted of a hypnotic, high pressure, procedure
by which the land owner was persuaded,

coerced, frightened, or in any other way com-
])elled to accjuiesce in the wishes of the agent.
The only consideration in the mind of the
agent was how to get the name ' ' on the dotted
line." The right of way agent who could suc-
cessfully browbeat the largest number of land
owners was the one who was considered most
successful. But that day has passed, and
with it the trouble it brought.

A certain amount of system as to deeds and
ma])s is both essential and economical. All
deeds should be made in the Engineer's office,
and not one should be sent out without being
numbered and charged to the person to whom
sent for attention. These charges should be
made in a book in which sufficient space
should be allotted to each deed to allow a
full summary of the case from the first move
in it until its final settlement. This record
should show the name of the project, name
of the party to make the deed, number of
acres taken, consideration, and w^hen and to
whom sent. A careful brief of all corre-
spondence about each case should also be made
a part of the record, and a thorough register,
carefully kept as indicated, will save much
time and labor. All records pertaining to
right of way should be kept separate from all
other records.

The making of right of way maps for per-
manent records is a matter that should receive
the most careful attention. The trouble with
the usual right of way map is that it con-
tains too much that is useless, and too little
that is useful.

Upon completion of construction, the right
of way map should show all lands belonging
to the enterprise, the location of monuments
and the character of the title.

The foregoing are only a few of the many
changes that have been brought about by the
development upon a professional basis of the
work of securing rights of way.

Highway Emploi/ee Killed

Mr. O. Winters was killed while driving a truck in
the Kern River Canyon on August 23d. The cause
of the accident is unknown as the truck plunged over
the bank when no one was looking.

An interesting piece of road is being built through
a swamp near Westport, Massachusetts. The entire
stretch is given a foundation of 12 inches of gravel
and is surfaced with 8 inches of reinforced concrete,
20 feet wide for most of its length.

As a memorial to the men and women of New
York who served in the World War, a road will be
built to the top of Whiteface Mountain, overlooking
Lake Placid. Eventually a perpetual light will shine
from the summit and be visible from all directions for
forty to fifty miles.

24

CALIFORNIA HIGHWAYS AISID PUBLIC WORKS

CALIFORNIA IIIGIIWAYS AND PUBLIC WORKS

Official journal of the Division of Highways of the
Department of Public Works, State of California ;
published for the information of the members of the
department and the citizens of California.

Editors of newspapers and others are privileged to
use matter contained herein. Cuts will be gladly loaned
upon request.

B. B. Meek Director

George C. Mansfield Editor

Address communications to California Highways and
Public Works, P. O. Box 1103, Sacramento, California.

Vol. 5

SEPTEMBER-OCTOBER, 1028 Nos. 9-10

DIVISION OF HIGHWAYS

DEPARTMENT OF PUBLIC WORKS

STATE OF CALIFORNIA

C. C. YOUNG, Governor

B. B. MEEK, Director, Department of Public Works

CORNING DE SAULES, Deputy Director, Department

of Public Works
C. C. CARLETON, Chief of Division of Contracts and

Rights of Way
GEORGE C. MANSFIELD, Editor, California High-
ways and Public Works

CALIFORNIA HIGHWAY COMMISSION

RALPH W. BULL, Chairman, Eureka

J. P. BAUMGARTNER, Commissioner, Santa Ana

M. B. HARRIS, Commissioner, Patterson Bldg., Fresno

JOSEPH M. SCHBNCK, Commissioner, c/o United

Artists Studio, Santa Monica Blvd., Los Angeles

FRED S. MOODY, Commissioner, 6 40 Kohl Bldg.,

San Francisco

C. H. PURCELL, State Highway Engineer, Sacramento

HARRY A. ENCELL, Attorney, San Francisco
E. FORREST MITCHELL, Secretary

HEADQUARTERS STAFF, SACRAMENTO

G. T. McCOY, Administrative Assistant

L. V. CAMPBELL, Office Engineer

T. E. STANTON, Materials and Research Engineer

FRED J. GRUMM, Engineer of Surveys and Plans

C. S. POPE, Construction Engineer

T. H. DENNIS, Maintenance Engineer

CHAS. E. ANDREW, Bridge Engineer

R. H. STALNAKBR, Equipment Engineer

E. R. HIGGINS, Chief Accountant

DISTRICT ENGINEERS
CHARLES H. WHITMORE, District I, Eureka

H. S. COMLY, District II, Redding
F. W. HASELWOOD, District III, Sacramento

J. H. SKEGGS, District IV, San Francisco
L. H. GIBSON, District V, San Luis Obispo

E. E. WALLACE, District VI, Fresno

S. V. CORTELYOU, District VII, Los Angeles

E. Q. SULLIVAN, District VIII, San Bernardino

F. G. SOMNER, District IX, Bishop

R. E. PIERCE, District X, Sacramento

Progress Reports

From the Counties

DEL NORTE COUNTY

The Holdener Construction Company, which has the
contract for oiling and surfacing 35 miles of the Red-
wood Highway from the Oregon line southerly, have
completed the 8.4 miles of surface oiling between
Patricks Creek and Gasquet, and are now working
on the southerly 9.3 miles.

They have two large crushing plants operating and
have practically completed the placing of crushed
rock surfacing on the 11 miles from Patricks Creek
north.

The Holdener Construction Company also has a
contract on the Roosevelt Highway northerly from
Crescent City for a distance of 21 miles for placing
approximately 16,000 cu. yds. of crushed rock sur-
facing. Their work was approximately 25 per cent
complete on the last of August.

John R. Hill, M'ho has the contract for grading
and surfacing on the Roosevelt Highway from the
Oregon line southerly .7 mile, has practically com-
pleted his grading and is now setting up for his
surfacing operations.

The day labor work of completing the State High-
way from Elk Valley to the new Smith River bridge
now being constructed east of Crescent City on the
Redwood Highway, is practically all graded and
temporary local surfacing is being applied to get the
road in satisfactory condition for hauling the bridge
steel in to the site.

J. E. Johnston, contractor for the grading and sur-
facing of the highway between the Klamath River
and 7 miles northerly, has made excellent progress
in his grading operations and it is expected that sur-
facing operations will be started as soon as his plant,
which is now being erected near the northerly end,
is in operation.

Mr. Johnston also has the contract for grading
and surfacing 3.5 miles from the southerly Del Norte
County line northerly. The grading on this contract
is practically complete and surfacing operations are
in progress. Traffic is yet using the old county road
until the surfacing is further advanced on the con-
tract.

FRESNO COUNTY

Widening roadway, line changes and the construc-
tion of drainage structures on Route 10 (Sierra-to-the-
Sea lateral) west of Coalinga have made this section
into a very good mountain road. This work has been
done by day labor under Foreman O. D. Gaston. Sur-
facing of this road will soon be under way.

HUMBOLDT COUNTY

General Headquarters, Third Floor, Highway Building,
Eleventh and P Streets, Sacramento, California

The Englehart Paving and Construction Company
have now sufficiently completed their contract for
grading and surfacing the 6.8 miles southerly from
the northerly Humboldt County line, that traffic is
being carried through without any interruptions what-
ever on the newly placed crushed stone surfacing, and
finishing work is now in progress.

The Hauser contract for grading and surfacing
from Orick northerly 8.1 miles, is complete and has
been recommended for acceptance.

W. H. Hauser also has the contract for the grad-
in and surfacing of 2.1 miles of Redwood Highway
between Fortuna and Fernbridge. The contractor has
.lust moved his equipment from his Orick job and now
has two power shovels operating on the new work.

At .Scotia, contractors Smith Brothers have com-
pleted the clearing and about one-half of the grading
on the small line change at the southerly end of the
North Scotia bridge.

The placing of plant mix oil surfacing by day
labor, between Fernbridge and Loleta, on 2 miles of
Redwood Highway, is now in progress and it is
expected will be completed by the 10th of September.

CALlFOlx'MA IfiailWAYS AND PUBLIC WORKS

25

INYO COUNTY

The contract iov surfacing between two miles soutli
of Bis Pino and Tinemalia Dam being done by Mont-
fort and Armstrong, a distance of 7 miles is well
along. The base course is now complete and the top
course is now being placed preparatory to oiling which
will start at once. Several minor line changes were
graded bv state forces before the above work was
started and also all curves were superelevated so that
this section of road will be greatly benefited.

The grading to new grade and alignment of that
section of road between Diaz Lake, three miles south
of Lione IMne and Alabama Gate, a total contract
length of S.5 miles by the Southwest Paving Company,
Harry "Wilson of Lone Pine having the subcontract
for grading and culverts, is about 50 per cent com-
plete. The contractor expects to start erecting his
plant for the road surfacing material within the next
month and the oiling operations will follow.

The contract has just been awarded to the South-
west Paving Company for the grading and surfacing,
oil-treated, plant mix method, of 9 miles from Olancha
to Cottonwood Creek, which includes two timber
bridges.

Two new additions in the form of wings to the
original office building at Bishop have now been com-
pleted except for painting the outside. The district
forces are now occupying same which greatly relieves
the crowded condition heretofore existing.

A reinforced concrete culvert has been completed
in Bishop Creek near the north city limits of Bishop,
which gives a 40-foot roadway in place of the narrow
timber bridge formerly at this location.

At the point where the newly-graded road near
Cowan Station crosses the Los Angeles city aqueduct, a
reinforced concrete slab bridge is being constructed
by state forces which will permit the use of this sec-
tion of road heretofore blocked off from traffic.

The state forces have now completed the oiling of
about 12 miles of road in Round Valley and on Sher-
win Hill, oiled shoulders along the oil-macadam pave-
ment north of Bishop, reoiling certain sections between
Bishop and Big Pine, and are now oiling the shoulders
along the S miles of S-foot concrete pavement between
Tinemaha Dam and Division Creek. When the state
oiling program for this year is completed, there will
be a continuous stretch of road oiled or hard surfaced
from the Sherwin Hill Summit south to Alabama Gate,
near Lone Pine, distance 7.5 miles.

KERN COUNTY

State forces will soon have completed the new road
from the junction of Route 2 3 to the Walker Pass, a
distance of 8 miles. This will be on high standards
of alignment and grade and will afford a pleasing
contrast to the present narrow winding roadway with
its rolling grades.

The improvements on the Walker Pass road west of
the summit, made during the early part of the year,
have been the occasion of much favorable comment.
Fm-ther improvements on this section of road are to
be made in the near future, including a new bridge
over Jack Creek in a new location, which will eliminate
the dangerous approaches to the bridge as it now
exists.

Widening of roadway and line changes on the Kern
River Canyon Highway is progressing rapidly. All
dangerous points have been eliminated and curves arid
grades improved. It is expected to have the road in
first class shape before winter.

KINGS COUNTY

A portion of Route 10 west of Lemoore has been
surfaced with an asphalt mix. The work was done by
day labor under General Foreman B. W. Latour.

LOS ANGELES AND VENTURA COUNTIES

stone surfacing Ix'tween Little Sycainore Creek in
Ventura County and T^atigo Creek on the Malibu Ranch
in Los Angeles ("ouiity. Their rock plant, where the
oil treated California type surfacing was premixed,
will not be dismantled until after the completion of
the Lewis Construction Company's 1.5-mile grading
job between Arroyo Sequit and Los Alisos Creek.
It has been arranged to have the Southwest Paving
Company furnish premixed surfacing for the latter
job, which is nearing completion.

Jahn and Bressi have grading operations well under
way on their ll.G-mile contract between Hueneme
road and Little Sycamore Creek on the Coast Highway
in Ventura County, easterly from Oxnard, where the
highway is to be paved with Portland cement concrete.

On the reconstruction of Foothill boulevard between
Monrovia and Azusa in Los Angeles County, all cul-
verts are completed and about half of the 40-foot
asphaltic concrete pavement being placed is finished.

MADERA COUNTY

The Callahan Construction Company have com-
pleted their contract for resurfacing from Herndon to
Areola school.

Construction work on the new Herndon bridge is
being pushed by Contractor Carl Peterson.

MARIN COUNTY

Progress is being made by Hanrahan Company on
their contract to reconstruct the Redwood Highway
from Ignacio to Gallinas Creek near San Rafael.
Over three-fourths of the grading is completed ;
detour bridges and approaches at the several new and
reconstructed bridges are opened up to traffic and a
10-foot by 2-inch oil treated strip is being laid on
the west side of the existing pavement to accommo-
date two lines of traffic during construction of the
second story pavement which is to be laid in half
widths. Two shovels and many trucks and tractors
are busy clearing up the work preliminary to pavnig.
A central proportioning plant has been erected at
Ignacio and laying of concrete will begin soon.

The removal of the old bridge at Miller Creek and
the necessary removal of portions of the bridges at
Pacheco and San Jose creeks have been completed
and pouring of the deck of Pacheco Creek has also
been finished.

MARIPOSA COUNTY

Basich Bros., contractors, have started work on their
grading contract in Mariposa County. This work is in
charge of Resident Engineer W. T. Rhodes.

Convict work under Superintendent D. M. Lee is
progressing rapidly on the Yosemite Highway east of
Mariposa.

MENDOCINO COUNTY

The recently completed work as done by the state
maintenance forces on the "McDonalds-to-the-Sea
Highway" from McDonalds to Boonville has made it
possible for two vehicles to pass at most any point.
And now the local inhabitants and also the regular
visitors in this neighborhood are waiting expectantly
for the proposed improvement of this highway by
rocking the road and rebuilding major structures.

MERCED COUNTY

The Southwest Paving Company has recently com-
pleted the placing of 11.8 miles of oil treated crushed

Work is expected to start soon on reflooring and
painting the San Joaquin River bridge on the Pacheco
Pass lateral east of Los Banos.

2G

CALlFOliMA HIGHWAYS AXD PUliUC WORKS

MONO COUNTY

c'oolidse and Scott, contractors from :\linden,
Nevada, secured tlie contract for grading about 21
miles of road between Dogtown and Point Ranch about
G miles south of Bridgeport. They have a gas shovel,
three trucU.s, teams and other equipment on the work
and are making good progress.

State forces are doing good work on the Tioga and
Sonora Pass roads, widening the existing roads and
making line changes where most needed. Two new
log bridges will soon be constructed on the Sonora
Pass road eliminating two fords.

Tile survey of the road from Bridgeport to Coleville
is now under way and as soon as the location along
the ^Valker River is completed a state grading crew
will Vie placed on the most dangerous and narrow
places bettering the alignment and sight distance.

The annual program of widening and alignment
changes on the Tioga road by state forces is affording
much appreciated added safety and comfort to the
traveling public.

MONTEREY COUNTY

For several years past a consistent program of
shoulder improvement has been carried out ni the
Salinas Valley, waterbound macadam shoulders liavmg
been constructed over some 70 miles of highway, fol-
lowed bv the construction of a bituminous macadam
armor coat on these shoulders. In the furtherance
uf this general program, the construction of the
bituminous macadam armor coat has just been com-
pleted on the shoulders between San Ardo and San
Lucas.

The past few years have seen extensive improvement
between Coalinga and San Lucas of Route 10, known
as the Sierras-to-the-Sea lateral. All portions have
been improved to state highway standards except the
mountain grade over the Mustang Ridge approximately
half way between San Lucas and Coalinga, and
extensive improvement of this grade is now being
finished by the state forces, including a widening
of the roadbed, betterment of sharp curves, and sur-
facing of the roadway. As a further improvement on
this lateral, the portion of road between San Lucas
and Mustang Grade has just been oiled.

Rapid progress has been made on the construction
of the San Simeon to Carmel Highway by convict
labor from the camp at Salmon Creek near the
southerlv boundary of Monterey County. Over two
miles of road has been completed since the camp
started operation in April, and the road is under con-
struction for a considerably greater distance.

Preparations are practically completed for the
opening of a new convict camp on the Little Sur River
approximately 20 miles south of Carmel, which camp,
in conjunction with the camp already operating at
Salmon Creek fii) miles farther south, will carry for-
ward the construction of the San Simeon to Carmel
Highway along the Monterey Coast.

ORANGE COUNTY

The link which connects the Coast Highway through
Huntington Beach and Laguna with the Los Angeles
to San Diego Highway at Serra has been completed
and opened to traffic.

Grading work is nearly completed on the mile of
highway north from Galivan, which when completed,
will carry traffic over the new overhead crossing of
tlie Santa Fe Railway tracks and eliminate the danger-
ous grade crossing at Galivan. The new stretch of
highway will be surfaced with oil treated crushed
stone.

Between Anaheim and Pullerton the state highway,
O.S miles in length, is being reconstructed and will have
56 feet of Portland cement concrete with curbs. Half
of the street is being constructed by Orange County;
the other half by the state, all w-ork being under state
inspection.

SACRAMENTO COUNTY

Mankel & Staring's contract for grading and surfac-
ing the Arno cut-off between Gait and Sacramento is
nearly completed, after being held up for several
months due to water in the borrow pit.

The contract for grading and paving with Portland
cement concrete from Gait to one mile south of Arno
has been approved, and work will start very shortly.
The contractor is the firm of Frederickson Bros, and
Frederickson & Watson Construction Company. C.
M. Butts has been assigned to the job as resident
engineer.

SAN BENITO COUNTY

Under the provisions of the act which provides for
the making of surveys on county roads by the State
Highway Commission upon the request of the counties
and the payment of the cost by them, a state highway
location party has Ijeen making the survey for
improvement of the road south from Hollister through
Tres Pinos to Paicines, which is a portion of the road
leading to the Pinnacles National Monument. The
survey is being made at the request of the county,
with the idea of improving this road to the equivalent
of state highway standards.

SAN DIEGO COUNTY

All work has been completed on the reconstruction
along an improved alignment of two miles of highway
between Pine Valley and Buckman Springs on the San
Diego to El Centro Highway. The work which was
contracted to the Jahn and Bressi Construction Com-
pany consisted of the construction of a graded road
bed 30 feet wide with necessary pipe culverts, and
a 35-foot span reinforced concrete girder bridge, with
a 40-foot clear roadway constructed across Cotton-
wood Creek.

Hauser Construction Company has work well under
way on the reconstruction of 7.2 miles of the San
Diego to El Centro Highway between Viejas Creek
and Guatay Creek. The work to be done consists
of constructing a graded roadbed 36 feet wide with
necessary drainage structures.

SAN JOAQUIN COUNTY

Remarkable progress is being made on the paving
between Mossdale and French Camp. This work is
being done by the firm of Frederickson Bros, and Fred-
erickson & Watson Construction Company. We believe
that by placing 3 84 cubic yards in a 10-foot strip of
concrete pavement from one mixer in an eight-hour
day is a record for this state. We would be inter-
ested to hear of a higher. The paving is now com-
plete over three months ahead of the time limit, and
will be opened to traffic shortly. This is the main
road between Stockton and the San Francisco Bay
region. C. M. Butts is resident engineer.

The widening with earth of Cherokee Lane for
about five miles from Cherokee Station to Live Oak,
lietween Stockton and Lodi. is progressing rapidly.
The contractor, D. McDonald, is handling the grading
and has sublet the culvert extensions to the Holdener
Construction Company. R. H. Lapp is resident
engineer.

SAN LUIS OBISPO COUNTY

Contractor J. F. Collins has just completed the con-
struction of a line change two miles north of San
Luis Obispo, which, although short, constitutes a

CALIFOR^UA HIGHWAYS AND PUBLIC WORKS

27

distinct improvement in the coast highway. It elimi-
nates a double reverse curve, having required a change
in the cliannel of San Luis Obispo Creelv, and com-
paratively heavy grading.

The most extensive piece of highway improvement
carried out in San Luis Obispo County in recent
years is the reconstruction to modern standards of the
coast highway between Pismo Beach and San Luis
Obispo. This work, which is being carried on by
Contractor J. P. Knapp, is now approaching comple-
tion the concrete pavement having been poured and
open to traffic throughout. The construction of oiled
macadam exceptions where heavy grading was involved
and the completion of a major line change recently
added to the contract are the only major items yet to
be completed in connection with the work.

In connection with the construction of the new camp
of the California National Guard near San Luis
Obispo, the Adjutant General called on the Division
of Highways to construct the roads within the camp
area. These were let to a district contract last sirring,
and work of construction carried through to com-
pletion immediately before the occupancy of the
camp by the first unit of the National Guard. It is
probable that further improvement will be carried out
by the Division of Highways at a later date.

SAN MATEO COUNTY

is extremely narrow, with poor visibility and many
liairpin curves. It is proposed to improve the align-
ment and visibility on this section prior to the opening
of the section of the Skyline boulevard, now under
contract, by cutting across several of tlie worst curves
and widening the narrow sections to allow of two-way
traffic at all points.

SOLANO COUNTY

Larsen Bros.' contract for grading and surfacing the
line change back of Cordelia is making good progress.
The bridge over Green Valley Creek is complete, except
for the guard rail. Jess Cole is resident engineer.

STANISLAUS COUNTY

The south approach to the Stanislaus River bridge
near Ripon under contract to C. W. Wood is progress-
ing. This job consists of replacing with earth fill
about 300 feet of the old trestle and building three
new bents of timber to connect with the concrete
arch. Geo. R. Hubbard is resident engineer.

See account of Bayshore Highway project.

SAN MATEO, SANTA CLARA AND SANTA
CRUZ COUNTIES

The work being done by Twohy Bros. Co. and J. C.
Shea Co., contractors, on the Skyline boulevard exten-
sion from the La Honda I'oad to Saratoga Gap, is pro-
gressing with a very large crew and much equipment
rushing the grading work prior to the heavy winter
rains. More than half the excavating has been com-
pleted, and seven power shovels are moving approxi-
mately 160,000 cubic yards per month. An excellent
quarry site has been located and is being developed
with the intention of starting the laying of the rock
surface about the middle of September.

Clearing right of way has been completed. Also
the construction of several timber cattle passes and
the corrugated metal pipe culverts are being placed
as fills are made.

SANTA BARBARA COUNTY

The Cuyama lateral extending from Santa Maria to
Maricopa is being steadily improved to better
standards, some 16 miles having recently been oil
surfaced, the work including also the addition of
considerable gravel surfacing.

SANTA CLARA COUNTY

District maintenance forces have just completed the
extension of the 8-foot by 7-foot concrete box at
Laguna Creek near Coyote and the construction of a
new 12-foot by 7-foot concrete box immediately adja-
cent thereto. A detour was built around this work
and the construction carried on in such a manner as
to cause no interference witli traffic at any time.

Much favorable comment has reached this office on
the excellent manner in which this work was handled.

SANTA CRUZ COUNTY

The maintenance forces are starting the straighten-
ing out and widening on 7 miles of the road from
Saratoga Gap to Redwood Park.

This section, from the Gap to "Waterman switch, the
connection with the Waterman road to Boulder Creek,

TULARE COUNTY

The Valley Paving and Construction Company were
successful bidders on the Tulare to Goshen Junction
section of the Valley Highway. The contract calls for
widening and resurfacing with asphaltic concrete. H.
B. LaForge will be resident engineer for the state on
this job.

YOLO COUNTY

Replacing the old guard rail on the wooden portion
of the Yolo Causeway is being pushed by P. F. Bender,
contractor. H. S. Marshall is acting resident engnieer.

The widening with earth and placing oil mix borders
on the one and one-half miles east of the Yolo Cause-
way, D. McDonald, contractor, has been completed.
R. H. Lapp was resident engineer.

GEORGIA has 470 miles of asphaltic surfaces on
the state highways, to which about 70 miles is being
added this year. All of this is on gravel, stone or
slag base.

QUEBEC — Maintenance by contract has been aban-
doned' after a three-year trial in which it was found
that better results could be obtained by departmental
forces. Lack of interest by contractors and uncer-
tainty of quantities involved made canceling of con-
tracts advisable for the present.

SOUTH CAROLINA — Counties which desire may
finance state road construction entirely with local bond
issue or other funds, under a "reimbursement agree-
ment" in which tlie state agrees to repay its share
when funds become available.

NEW ENGLAND — During the present year the
various state and local highway departments will use
nearly $.50,000,000 to extend, improve or reconstruct
and maintain their highways. Maine will improve
90 miles. Vermont will double its paved mileage.
New Hampshire is building 36 miles of new high-
ways and 100 bridges. Massachusetts will apply
$12,000,000; and Rhode Island .$3,500,000. Connec-
ticut will improve 150 miles with a total program of
$15,000,000.

28

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Record of Bids and Awards

ALAMEDA COUNTY — Planning surface of asphalt
concrete pavement between Alanieda-San Joaquin
County line and Greenville, about 10.2 miles in length.
Dist. IV. Rt. 5, Sec. A. Engr's Est. $6,052.84 Awarded
to Standard Road Mfg. Co., Los Angeles, $6,052.84.

BUTTE COUNTY — Between Butte Creek and Biggs
Road, 7.7 miles to be surfaced with gravel. Dist. Ill,
Rt. 45. Sec. A. Engr's Est. $29,492. L. C. & W. E.
Karstedt, San Jose, $18,336 ; E. B. Bishop, Sacramento,
$20,832 : Hemstrcet & Bell, Marysville, $31,937 ; Daniel
Bayles, Biggs, $35,841 ; Mankel & Staring, Sacramento,
$19,682; A. P. Giddings, Sacramento, $19,531; H. H.
Peterson. San Diego, $24,798. Contract awarded to
L. C. & W. E. Karstedt.

GLENN COUNTY — Between Logandale and Willos,
5 miles to be graded. Dist. Ill, Rt. 7, Sec. A. Engr's
Est. $48,860.50. E. T. Fisher, Patterson, $65,690;
Earl L. McNutt, Eugene, Oregon, $44,406 ; A. F. Gid-
dings, Sacramento. $39,043 ; C. W. Wood, Stockton,
$49,155 : Fredrickson & Wat.son, Oakland, $26,037.10 ;
D. McDonald, Sacramento, $35,142.50 ; C. T. Malcom,
AValnut Creek. $42,951.50 ; C. R. Adams, Oakland,
$41,992.40. Contract awarded to D. McDonald.

IMPERIAL COUNTY — Through the town of
Imperial, 1 mile to be paved. Dist. VIII, Rt. 26, Sec.
F. Engr's Est. $29,490. R. E. Hazard Const. Co.,
San Diego, $29,395; Finley Steele, Santa Ana, $31,590.
Contract awarded to R. E. Hazard Const. Co.

INYO COUNTY — Between Olancho and Cottonwood
Creek, 9.3 miles to be graded and surfaced with oil
treated crushed gravel or stone. Dist. IX, Rt. 23, Sec.
J. Engr's estimates, $93,281.60 plant mix, $91,776.60
road mix. W. J. Taylor, Palo Alto, $96,967.80, PM,
$93,205.30 RM ; Nighbert-Cornahan Co., Ba'kersfield,
$103,391.10 PM, $96,468.10 RM ; M. J. Beranda, Stock-
ton, $102,853, PM, $93,823 RM ; Holdener Const. Co.,
and G. E. Finnell, Sacramento, $111,161.70 PM,
$108,904.20 RM ; Robinson-Roberts Co., Oakland,
$101,737.50 PM, $101,737.50 RM ; Dan and Maney, Los
Angeles, $108,938.50 PM, $105,928.50 RM ; Southwest
Paving Co., Los Angeles, $85,753.80 PM, Isbell Con-
struction Co., Carson City, Nevada, $114,567 PM,
$113,363 RM. Contract awarded to Southwest Paving
Co.

LOS ANGELES COUNTY — Bridge across Santa
Clara River and bridge across S. P. Tracks with .72
of a mile of grading and paving approach. Dist. VII,
Rt. 4, Sec. A. Engr's Est. $220,185.50. Ross Const.
Co., Los Angeles. $198,424.60; The Western Const.
Co., Los Angeles. $222,563.33 ; C. E. Green & L. Worel,
Los Angeles, $220,342.28 ; R. H. Travers, Los Angeles,
$227,565.20; John C. GLst, Arcadia, $198,408.26; Fred-
rickson & Watson, Oakland, $295,087.80 ; Claude
Fi.sher, Los Angeles, $193,778.02; McWilliams &
Ritchey, Los Angeles, $238,713. Contract awarded to
Claude Fisher.

LOS ANGELES COUNTY — Between San Dlmas Ave.
and Ramona Ave., 1.4 miles to be graded and paved
with asphalt concrete. Dist. VII, Rt. 9, Sec. I. Engr's
E.st. $69,867.50. Gibbons and Reed Co., Burbank,
$69,859.30; Griffith Co., Los Angeles, $63,446.55; Hall-
Johnson Co., Alhambra, $93,530.60; Southwest Paving
Co., Los Angeles, $69,234.92. Contract awarded to
Griffith Company.

MADERA COUNTY — Between Madera and Berenda
Crossing, 7.3 miles to be graded and surfaced with
asphalt concrete. Dist. VI, Rt. 4, Sec. B. Engr's
Est. $163,259.50. Warren Construction Co., Oakland,
$171,612.50; Hanrahan Co., San Francisco, $142,867;
Force Currigan & McLeod, Oakland, $157,267.10 ;
Allied Contractors, Inc., Omaha, Nebr., $163,503.90 ;
A. Teichert & Son, Inc.. Sacramento, $154,804; J. E.
Johnson, Stockton, $170,416.50; Valley Paving & Const.
Co., Vi.salia. $163,294.75; Cornwell Construction Co.,
Santa Barbara, $154,797.50; Jack Casson, Hayward,
$156,575.15. Contract awarded to Hanrahan Company.

MARIPOSA COUNTY — Between westerly boundary
and Orange Hill School, 6.3 miles to be graded and
rock surfaced. Dist. VI, Rt. 18, Sec. A. Engr's Est.
$207,094.50. Robinson-Roberts Co., Oakland, $255,-
886.80; W. H. Hauser, Eureka, $199,667.50; T. E. Con-
nolly, San Franci.sco, $245,158.40; A. Teichert & Son,
Sacramento, $213,208.70; Ward Engineering Co., San
Francifsco. $215,455.70; Holdener Const. Co., Sacra-
mento, $208,027.75; J. F. Collins, Stockton, $208,164.70;
Jasper-Stacy, San Franci.sco. $207,484.78; Isbell Const.
Co., Fresno, $233,366.50 ; Basich Bros. Const. Co., Los
Angeles, $166,748.30; Harlan White, San Francisco,
$235, 736.90 ; C. R. Adams, Oakland, $198,654; Fred-
rickson & Watson Const. Co., $207,829.30. Contract
awarded to Basich Bros. Construction Co.

MERCED COUNTY — Repairing bridge across San
.loaquin River about 16 miles east of Los Banos. Dist.
VI, Rt. 32, Sec. C. Engr's Est. $20,914. Geo. J. Ulrich
Const. Co., Modesto, $24,500 ; M. B. McGowan, San
Franci-sco, $26,894; Carl Nelson, Stockton, $21,318.08;
Stephenf5on Const. Co., San Francisco, $19,006.60. Con-
tract awarded to Stephenson Const. Co.

NEVADA COUNTY — Between Donner Lake and
Truckee, 2.5 miles to be graded and surfaced with
crushed gravel or stone. Dist. Ill, Rt. 37, Sec. D.
Engr's Est. $37,092.40. Hemstreet & Bell, Marysville,
$45,371; J. I'. Brennan, Redding. $38,994.50; Mathews
Const. Co., Sacramento, $27,983; G. E. Finnell, Sacra-
mento, $33,335.50 ; W. J. Taylor, Palo Alto, $35,306.
Contract awarded to Mathews Const. Co.

PLACER COUNTY — Between Sheridan and north-
erly boundary, 2.1 miles to be widened and surfaced
with bituminous macadam. Dist. III. Rt. 3, Sec. B.
ICngr's Est. $19,004.50. B. F. Hilliard. Sacramento,
$13,594; A. Teichert & Son, Sacramento, $14,982.90;
E. B. Skeels, Roseville, $15,290.50 ; Kaiser Paving Co.,
Oakland, $14,819. Contract awarded to E. F. Hilliard.

PLACER COUNTY — Two bridges across Dry and
Antelope creeks east of Roseville. Dist. Ill, Rts. 3
and 17, Sec. A. Engr's Est. $34,497.88. D. McDonald,
Sacramento, $34,420.75; Peter F. Bender, $31,640;
Stevenson Const. Co., San Francisco. $31,644.50 ; Geo.
J. Ulrich Const. Co., Modesto, $28,639.45; Edgar Noble,
La Moine, $34,601. Contract awarded to Geo. J.
Ulrich Const. Co.

RIVERSIDE COUNTY — Between 9 J miles west of
Hopkins Well and Black Butte, 22.1 miles to be graded
and surfaced with oil treated crushed gravel or stone.
Dist. VIII, Rt. 64, Sec. C. D. Engr's Est. $342,450,
PM. $334,554, RM. C. R. Adams, Oakland. $373,492.20,
PM, $362,212.20, RM ; Dillon & Boles Los Angeles,
$347,405.20 PM, $342,409.20 RM ; Holdener Const. Co.,
Inc. and G. E. Finnell. Sacramento. $386,082.70 PM,
$380,442.70 RM ; Ross Construction Co., Los Angeles,
$368,430 PM, $379,719 RM ; Hall-Johnson Co., Alham-
bra, $399,639 PM; Nevada Contracting Co., Fallon,
Nev., $369,630.50 PM, $369,630.50 RM ; Force. Curri-
gan and McLeod, Oakland, $310,885 PM ; Robinson-
Roberts Co., Oakland, $376,297.30; $376,297.30; C.

G. Willis & Sons, Los Angeles, $339,164.40 PM, $335,-
780.40 RM; Southwest Paving Co., Los Angeles, $353,-
554.80 PM ; George Herz & Co., San Bernardino,
$292,899.60 PM, $313,203.60 RM ; Isbell Construction
Co., Carson City, Nevada, $346,141.20 PM, $351,781.20
RM. Contract awarded to George Herz & Company for
$292,899.60 PM.

SACRAMENTO COUNTY — Constructing l.S miles of
new property fence and removing and resetting 3.7
miles of existing property fence between Gait and
Arno. Dist. X, Rt. 4, Sec. A. Engr's Est. $2,347.98.
Standard Fence Co., Oakland, $8,386.47; Mathews
Const. Co., Sacramento, $4,060.78 ; Peter F. Bender,
North Sacramento, $3,899.99 ; Ed. R. Jameson, Sacra-
mento, $2,756.62; B. C. Burnett, Turlock, $4,348.55.
Contract awarded to Ed. R. Jameson.

SACRAMENTO COUNTY — Between Gait and 1 mile
south of Arno, 4 miles to be graded and paved with
Portland cement concrete. Dist. X, Rt. 4, Sec. A.
Engr's Est. $179,357.75. H. H. Peterson, San Diego,
$136,135.25; J. V. Galbraith, Petaluma, $164,334.90;
C. ^V. TVood, Stockton. $139,982 ; Fredrickson & Watson
Const. Co., Oakland, $135,106.25 ; Dillon & Boles, Los
Angeles, $160,068. Contract awarded to Fredrickson
& Watson Const. Co.

SAN DIEGO COUNTY — Repairing bridge across the
Santa Margarita River 2.6 miles north of Oceanside.
Dist. VII, Rt. 2, Sec. C. Engr's Est. $11,076. Ro.ss
Construction Co., Los Angeles, $9,750 ; L. Worel,
Alhambra, $14,400; John C. Gist, Arcadia, $11,300.
Contract awarded to Ross Construction Co.

SAN JOAQUIN COUNTY — Between the Diverting
Canal and Cherokee Station, 0.8 of a mile to be graded
and surfaced with crushed gravel or stone. Dist. X,
Rt. 4, Sec. C. Engr's Est. $34,290. Willard and Bia-
sotti, Stockton, $32,061.50; C. "W. Wood, Stockton,
$29,792 ; Cannon & McCarty, Stockton, $28,220.50 ; D.
McDonald Sacramento, $29,615; Mankel & Staring,
Sacramento, $39,336 ; Fredrickson & Watson Const.
Co., Oakland, $29,115; Ariss-Knapj) Co., Oakland,
$39,755. Contract awarded to Cannon & McCarty.

SAN JOAQUIN COUNTY — From 3 miles west of
Manteca to Mossdale, 2.2 miles to be graded and paved
with oil treated crused gravel or stone. Dist. X, Rt.
66, Sec. A. Engr's Est. $36,208. Jack Casson, Hay-
ward. $36,503; Kaiser Paving Co., Oakland, $41,073;
Willard & Biasotti. Stockton, $32,391.65; C. W. Wood,
Stockton, $32,885; W. J. Taylor. Palo Alto, $34,198.40;
Nighbert-Carnahan Co. Bakersfleld, $41,542.60 ; Man-
kel & Staring, Sacramento, $29,292 ; A. Teichert & San,

CAJJFOh'MA IIKilJWAYS AND PLlilJC WORKS

lil)

Inc., Sacramento, $32,536.90 ; Valley I'aving Const. C^o.,
Visalia, .$34,11)4.50; Fredricksun & Watson Const. Co.,
Oakland, $32,200; D. McDonald, Sacramento, $32,328.
Contract awarded to Mankel & Staring.

SAN MATICO COUNTY — C.rading and oil treated
rock surfacing 3.5 miles from San Francisco to South
San Francisco. Dist. IV, Rt. 68, Sec. A. Kngr's Kst.
$660,028. Healy-Tibbitts Consti'uction Co., San Fran-
cisco, $935,740; C.ranfield Farrar & Carlin, San Fran-
cisco, $704,049.50; H. V. Kohl Co., Los Ang<iles,
$661,373 ; The Vtuh Construction (.'o., Ogden, Utah,
$889,418.80; Marsh Bros. & Cardenier, Inc., San Fran-
cisco, $839,977.60 ; Calif. Const. Co., San Francisco,
$864,044.80; Nevada Const. Co., Fallon, Nevada,
$796,018.70 ; Towhy Bros., Co. & J. T. Shea. San Fran-
cisco, $855,744.50"; George Pollock, Sacramento,
$730,324: J. F. Knapp, Stockton, $766,401.50; C. K.
Adams. Oakland. $825,572.20; Kaiser Paving Co., Oak-
land, $807,422.49; D. A. Foley Const. Co., Los Ang;eles,
$1,002,810.50; T. E. Connally, San Francisco, $888,-
856.80; Ross Construction Co.. Los Angeles, $797,939;
D. McDonald. Sacramento, $717,238; A. F. Giddings,
Sacramento. $843,371.40; S. H. I'almer Co., Sacra-
mento, $856,807.40 ; Wren & (5reenough, Portland. Ore-
gon, $812,967. Contract awarded to H. AV. Rohl Co.,
Los Angeles. $661,373.

SANTA CLARA COUNTY — Overhead crossing, S. I',
tracks at Sargeant. Dist. IV, Rt. 2, Sec. C. E'ngr's
Est. $70,063,511 ; The Duncanson-Harrison Co., San
Francisco, $70,195.75 ; MacDonald & Kahn, San Ji''ran-
cisco, $71,660 ; Ben C. Gerwick. Inc., San Francisco,
$80,553 : Jasper Stacy Co., San Franoisco, $84,883 ;
A. W. Kitchen, San Francisco, $74,837.22 ; Barrett &
Hilp, San Francisco, $03,336.30 ; M. B. McGowan, San
Franci.sco, $78,480 ; Schulord McDonald, Oakland,
$71,293: Fredrickson & Watson, Oakland, $73,870.25;
Healy-Tibbitts Const. Co., San Francis'.co, $89,993.25 ;
Butte Const. Co., San I^'rancisco, $74,416.40. Contract
awarded to Barrett & Hilp, $63,336.30.

SONOMA COUNTY — Between Santa Rosa and Wil-
low Brook 11.4 miles to be graded and paved with
Portland cement concrete. Dist. IV, Rt. 1, Sec D.
Engr's Est. $450,468.;!5. J. F. Knapp, Stockton,
$428,634.95: J. V. Galbraith, Petaluma, $409,452.70;
Dillon & Boles, Los Angeles, $490,142.75 ; H. H. Peter-
son, San Diego. $383,689.50; N. M. ISall, Portervil'.e,
$457,256.75 : Prentiss Paving Co., San Jose, $433,-
204.95: Hanrahan Co., San Francisco, $414,816.70; D.
McDonald, Sacramento. $423,892.80; C. W. Wood,
Stockton, $419,398.20; Kaiser PavinK Co., Oakland,
$440,989.45. Contract awarded to IE. H. Peterson,
$383,68^1.

TRINITY COUNTY— -Two bridges, reinforced, one
across Indian Creek and one across Grass Valley
Creek, about 40 mi'es west of Redding. Dist. II, Rt.
20, Sees. A and B. Engr's Est. $28,275. J. P. Brennan,
Redding, $22,431.22; Edgar Noble, La Moine, $25,409.
Contract awarded to J. P. Brennan.

TULARE COUNTY — Between Tulare and Ih miles
south of the Plaza Garage 6.1 miles to l)e widened and
surfaced with asphalt oncrete. Dist. VI, Rt. 4, Sec.
F. Engr's Est. $138,167.30. Hanrahan Co., San Fran-
cisco, $129,830; Valley Paving Co.. Visalia, $119,772;
A. Teichert & Son, Sacramento, $132,476; Allied Con-
tractors, Inc., Omaha, Nebr., $137,643.50. Contract
awarded to Valley Paving Co.

TUOLl'MNE COUNTY — Unloading, hauling and
placing oil treated surfacing between Keystone and
Jamestown. Dist. X, Rt. 13, Sees. A and B. Engr's
Est. $13,950. Jack Casson, Hayward, $11,470: Mankel
& Staring, Sacramento, $10,075 ; C. W. Wood, Stockton.
$12,400 : M. J. Beranda, Stockton, $12,927 ; A. Teichert
& Son, Sacramento, $10,850 ; A. H. Raisch, San Fran-
cisco, $22,940. Contract awarded to Mankel & Staring.

VENTURA COUNTY — On the Conejo Grade, 4 miles
easterly from Camarillo, 0.2 of a mile to be graded
and paved with class F Portland cement concrete.
Dist. VII, Rt. 2, Sec. B. Engr's Est. $9,950. Sam
Hunter, Santa Barbara, $10,110 ; Silveria & Robbins,
Ventura. $9,183; H. H. Peterson. San Diego, $10,444.
Contract awarded to Silveria & Robbins.

BUTTE. GLENN, COLUSA, Y'OLO, Y^UBA, SUT-
TER. PLACER. SACRAMENTO AND EL DORADO
COUNTIES. Crushed gravel or stone to be unloaded
from cars hauled and deposited in stock piles. Dist.
III. Engr's Est. $6,230. A. G. Raisch, San Francisco,
$6,408: Hemstreet & Bell, Marysville, $7,787.50; J. R.
Reeves, Sacramento, $6,719.50. Contract awarded to
A. G. Raisch.

POLITICAL CLASSIC

The Houston I'ast- IHaimtch reprints the following
aiinouncenifnt of a west Texan for the office of county
.•itlornoy in his county:

To the Voters of Throckmorton County :

Having been strongly solicited by my wife, I hereby
announce my candidacy for the office of county attor-
ney. I shall be opposed in this race by two of your
best known citizens, Hon. B. F. Reynolds and Mr.
James F. Wright. Concerning them, I shall have
nothing to say except that they are upright and hon-
orable men deserving your confidence and support.

Mr. Reynolds came to Throckmorton County before
most of us were born, when it represented the last
outpost of civilization and lay far out on the edge of
the wild frontier. But for such men as he, who came
here when every step was attended by dangers and
existence meant battle and a march, there would be
no Throckmorton County and no county attorney's
office to fill. For his labor and sacrifice we are all
grateful. A life of noble deeds and great achieve-
ments recommended him to the voters. He is my
friend and I love him. I have served for the past
year, and am at itresent, his assistant.

Mr. Wright is a native son and was born in the
county he seeks to .serve. He is capable and quali-
fied to fill the office and is deserving of the trust he
asks you to bestow. He, also, is my friend, and
should you elect him as your servant, I am sure your
confidence would not be misplaced.

As for myself, I am an "Arkan.sas Hill-Billy,"
born and raised in the Ozark Mountains. Outran the
dogs on Sunday morning to keep from having my
face washed — did my sparking bare-footed — never saw
a train until I was 15 and was almost grown before
I learned that Republicans walked on hind feet like
people.

Have farmed with a bull-tongue plow — taught
school- — practiced law — and am a first-class mechanic,
having worked a right smart around a molasses mill.
Came to Texas two years ago and married the finest
little girl in Throckmorton County. I want the office
because I think I can make a living out of it and
will promise, if elected, to try and make thieves and
bootleggers think hell ain't 4 0 feet from the court-
house.

So I expect to spend the time between now and
the election, kissing babies, complimenting the ladies'
cooking and bragging on the Old Man's crop.

Your vote and influence will be ajipreciated.

JEFF FOWLER.

Boss : "]Mike, how- did the accident happen?"
Mike: "Well, boss, ye se, 'twas like this: "I was
drivin' me truck up State street, when I had to stop
suddenly, and a fellow in a bis Packard crashed into
the rear end of me truck. Share it didn't hurt his
machine very much, but he jumped off and ran up to
me. and shakin' his phist, said : 'Hey, you little Harp,
why didn't you put out your hand?' 'Put out me
hand?' says I. 'Ye dang fool, if ye couldn't see the
truck, how the devil coidd ye see me hand?' "

PEXXSYLVANIA — Four thousand units of main-
tenance equipment costing $4,000,000 are in service
maintaining the 12,000 miles under state jurisdiction.

Enthusiasm is the greatest btisiness asset iu the
world. It beats money and power and influence.
Singlehanded the enthusiast convinces and dominates
where a small army of workers wotild scarcely raise
a tremor of interest. Enthtisiasm tramples over prej-
udice and opposition, spurns inaction, storms the cita-
del of its object, and like an avalanche overwhelms
and engulfs all obstacles. Enthusiasm is faith in
action ; and faith and initiative rightly combined
remove mountainous barriers and achieve the unheard-
of and miraculous.

Set the germ of enthusiasm afloat in the prevention
of accidents ; carry it in yotir attitude and manner ;
it spreads like a contagion and influences every fiber
of yotir activities ; it -begets and inspires effects you
did not dream of ; it means increase in production and
decrease in costs ; it means joy and pleasure and satis-
faction to yotir fellows ; it means life, real and virile ;
it means spontaneous bedrock restilts — the vital things
that nay dividends. — D. D. McLean in California Con-
structor.

STATE HIGHWAYS IN CALIFORNIA SHOWING THE PRIMARY AND SECOND-
ARY ROAD SYSTEMS AND THE DIVISION OF THE STATE UNDER THE
BREED BILL.

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61606 10-28 r)300

CALIFORNIA STATE PIIINTING OFFICE
SACRAME.NTO. 102 8

OllEORNIAHWBWAY^
J^ PUBLIC WORKSv

Official vJourivzvl oF the Divisioix of Hi$Kway5
NOVEMBER J^^P^^"^'^ of Public Works
DECEMBER STATE OF CALIFORNIA 1926

«•

Holiday Greetings To All!

By B. B. Meek, Director of Department of Public Works, State of California.

The holiday number of California Highways axd Public Works fur-
nishes proi^er occasion to extend greetings to those who have been engaged
in building and maintaining the highways of California during the past
year.

I particularly appreciate the loyalty and devotion to the work that the year
has evidenced. It has been a year of strenuous endeavor, and had it not Ijeen
for the splendid and unselfish cooperation of those associated together in it,
the very substantial program of highway construction now under way could
never have been launched.

One of the most pleasing features of my connection with the work has l)een
the opportunity that it has given me to become acquainted with the splendid
body of men and women upon whom its chief l)urden rests.

I feel that a great service has been done for California in the past year.
The coming year offers opportunity for even greater service.

May the Christmas season bring to all of you the happiness that lies in the
consciousness of a work well done.

And may the New Year bring to all of us an increasing sense of the worth-
whileness of our work and the importance of our task. May we prove by the
merit of our acomplishment the truth of the adage "There is honor in pul)lic
service. ' '

Hogging the road

Every auto in its right place.

Give Thanks for Our State Highways;

A Message to all of California

By J. P. Baumgartner, Member California Highway Commission.

THE CITIES, the improvement districts,
the counties and the State of California
cooperatively are constructing the
finest system of liiglnvaj^s in the world. That
is, of course, taking into consideration all the
elements of a fine system of highways, such
as proportionate mileage, comprehensiveness
in proportion to population and assessed
valuation, variety of climate and scenery, and
commercial, industrial and
recreational service r e n-
dered.

A n d one wonders how
many C a 1 i f o r n i a n s, on
Thanksgiving Day, gave due
thanks, whether in word or
thought, for our good roads
and all their connotations.
Not that we should magnify,
in our thanksgiving, the
material things of life, but
that we should realize how
and to what extent the mate-
rial is the expression of the
spiritual, and in turn feeds
and fosters the spiritual,
and carries it on to greater
heights.

In cultural standards,
California has few peers
and no superiors among the
congregation of common-
wealths which make up this
great country of ours ; and
it is at least no exaggera-
tion to say that our magnifi-
cent and extensive system
of highways is one of the
prime factors of our aes-
thetic exaltation — in large
measure, both cause and
effect of an exceptionally
high standard of citizenship.

Can you think of any of the imponderable
blessings or virtues or felicities to which good
roads do not contribute largely — such as
health, pleasure, beauty, education, sympathy,
understanding — yes, and religion?

Over our thousands of miles of broad,
smooth-surfaced highways you can almost
literally float, at a high rate of speed, along

J. p. Baumgartner

the seashore, through the valleys and over
the mountain tops, enjoying an almost infinite
variety of scenery and a wide range of cli-
matic conditions, all in a few hours' time, at
any season of the year. And beauty and
majesty and power, in the hand-writing of
God himself, are scattered lavishly all along
the way. Your tired mind is rested, your taut
nerves relaxed, your body exhilarated, your
spirit exalted but reverent.

Considered merely in a
material sense, Californians
have reason to be thankful
for their highways; for it
is doubtful if our state has
any greater source of mate-
rial wealth. This statement,
of course, is empirical, for
there is no way in which
exact computation can be
made of the actual, much
less the potential wealth
produced, or induced, by
our highways. But, how-
ever, empirical it may be,
the statement that our high-
ways, in the last analysis,
are, perhaps, our greatest
source of material wealth,
will bear the most crucial
statistical test to which it
can intelligently and fairly
be subjected. The good
roads factor, in computing
the present and potential
wealth of California, is so
big and all pervading, and
mathematically progressive
in such ever increasing ratio,
as to be almost limitless. It
staggers the imagination.
To have as our inheritance
"Just California, stretching down the middle
of the world," is enough to prolong our
Thanksgiving Day throughout the whole year
and all the years ; but to have its beauty and
beatitude spread before us as at a banquet
table, by our fine system of highways, is
enough to lift up our hearts in continuous;
songs of thanksgiving and praise to Him
"from whom all blessings flow."

CALIFORNIA HIGinVAYS AXD PUBLIC WORKS

The State Highway Construction Program

How the Biennial Program is Built Up, and How the Projects Included In

It Are Determined

By C. H. PuRCELL, state Highway Eng-ineer.

A HIGHWAY construction program
involving- the expenditure of over
$50,000,000 in the two-year period from
July, 1929, to July, 1931, will be submitted to
the legislature when it meets in January.

There are few subjects in which the public
is more vitally interested than in its highway
program. Accordingly it will be of interest to
know just how a highway construction pro-
gram is built up, how the projects that go into
it are determined, who participate in the
deliberations that precede the final formation
of the program, and where
final approval vests.

Let it be said in the begin-
ning that the formation of a
state highway program is a
long and involved process.
This is true by reason of the
fact that California is a large
state with highways radiating
all over it, and the importance
to California of the orderly
and intelligent development
of its highway system
require-s thorough accumula-
tion of engineering facts and
a careful analysis of them.
The basis of any proper pro-
gram must be a knowledge of
facts, determined by the most
careful study. This study
must be of twofold character.

First, it must show the im-
portance of projects with
reference to local needs.

Second, it must also show their importance
with reference to state necessities and the ulti-
mate development of the state road system.

The importance that the Division of High-
ways attaches to the importance of a complete
and careful study of the highway situation,
both in its local and state aspects may be seen
in the fact that although the program for the
biennium of 1929-1931 has just been com-
pleted, instructions are already out to district
engineers to begin their study of projects to
be recommended for approval in the program
of the 1931-1933 biennium.

C. H. PURCELL.

There are certain legal requirements that
are fundamental in the preparation of a state
highway program. The Breed bill determines
on a percentage basis the allocation of money
between the northern and southern groups
of counties and between primary and second-
ary roads. The program must meet the per-
centage requirements of that enactment.

Of necessity the amount of money available

for construction is also a determining factor.

This requires a careful estimate of probable

collections under the two gasoline tax laws

and other revenue bills.

With these exceptions,
problems connected with the
formulation of a highway con-
struction program are largely
of an engineering nature.
And it is with the engineers
that the work begins.

Incidentally it should be
noted that the work not only
begins with the engineers, but
it begins with the district
engineers, the men in charge
of the geographical districts
into which the state is divided.
We begin on the ground and
work up.

Each district engineer upon
the completion of the study of
his own district submits a list
of projects with estimates of
each, based at least on pre-
liminary surveys, which he
recommends for inclusion in the construction
program for the coming biennium.

The recommendation of the district engi-
neers must also indicate whether the project
is best adapted for summer or winter con-
struction, and if approved, the approximate
date when it will be ready for advertisement.
The right of way situation as it affects the
individual projects must also be analyzed.
This analysis must indicate any possibility
of construction being hampered by right of
way delays. New construction and recon-
struction projects must be listed separately.
The recommendation of the district engi-

CALlFOh'MA 111(1 1IWAY8 AND PVIUJC WOIUifi

neers must then run the gaunth't of thc^ head-
quarters staff, the State Highway Engineer
and tlie Director of the Department of Public
Works. The latter bring- to the problem
knowledge not only of local needs but a
broader view of state necessities than it is
possible for district engineers to have. They
have also before them information gleaned
from road associations and local bodies and
from conferences held with representatives of
localities all over the state.

The work of whipping the recommendations
of the district into a highway construction
program now begins.

The projects recommended by district engi-
neers must be pared to meet available funds
with a proper reserve for safety.

The yardstick of the Breed bill must be
applied.

The list of projects recommended by the
district engineers are given careful study by
the State Highway Engineer and his head-
quarters staff, and the list of projects revised
to meet the funds available and the plan of
ultimate development of the state road system,
due consideration being given to the coordi-
nation of the construction and reconstruction
programs with the maintenance of the state
highways.

The district engineers are then invited to
sit in conference on a review of the modified
list of projects and further revisions are made
until practical agreement is reached.

Each project, before being given a place in
the program, must justify itself against other
projects proposed as alternates and substi-
tutes. There are adjustments and readjust-
ments, changes and amendments, before the
program is approved by the State Highway
Engineer for submission to the Director of
Public Works.

The program is then submitted by the State
Highway Engineer to the Director of Public
Works and a further conference follows
attended by Director, State Highway Engi-
neer and staff engineers and it is again
thoroughly analyzed and such further changes
are made as seem advisable.

But the program is not yet complete. The
program goes from the Director of Public
Works to the California Highway Commis-
sion, the members of which have very definite
ideas as to plans for highway procedure. The
Director of Public Works must justify his
recommendations to that body. After their
approval of the program as recommended or
amended to meet the judgment of the mem-
bers of the California Highway Commission,
the program goes to the Department of
Finance and the Governor for approval and

for reconnnendation by the Governor to the
state legislature for ado])tion by that body.

The budgeting of highway funds is a new
departure in highway procedure in California,
a departure inaugurated by Governor
Young. Let it be remembered that a budget
is but another name for a program. The
budget or program plan for state highway
building has more than justified itself in Cali-
fornia. Its virtues may be designated as
follows :

1. It necessitates the most careful study of
the highway problem both in its parts and as
a whole in advance of any formulation of a
highw^ay building program.

2. It permits sectional interests to be fully
heard in advance of decisions, but reduces
sectional influence as a determining factor in
making such decisions.

3. It correlates expenditures with income
more clasely than was possible when programs
were largely determined upon a month to
month plan.

4. It permits programs to be developed
which avail themselves of seasonal advantages
that different sections of the state offer for
work, which not only reduces costs but aids in
reducing unemployment during the winter
season.

5. It permits the distribution of the work to
proceed in an orderly and equitable manner,
which in its turn will mean the earlier com-
pletion of the highway system.

6. It permits road planning over a long
period of years, with a consequent large
decrease in final road costs.

Adopts Gas Tax

A two-cent gasoline tax will go into effect in
Massachusetts January 1. This leaves New York
the only state in which a gasoline tax has never
been adopted. Illinois adopted a two-cent tax in 1927
but the law as drawn in that state was held uncon-
stitutional. This leaves the status of the gas tax
as follows :

5 cents Six states

4 cents-..-- Twelve states

3i cents One state

3 cents Fourteen states

2 cents Thirteen states

No tax Two states

Four provinces in Canada have a 5-cent gas tax,
namely, British Columbia, Nova Scotia, Prince
Edward Island and Quebec. Five provinces, Alberta,
Manitoba, New Brunswick, Ontario and Saskatchewan,
have a 3-cent gas tax.

The average rate in the states is now 3.11 cents and
in the provinces 3.88 cents a gallon.

An exchange says : "The ideal situation will be
attained when a car is in reach of evei'y man, and
every man out of reach of a car." But ideal con-
ditions are hard to attain in this world.

CALIFORMA HIGHWAYS AND PUBLIC WORKS

How Highway Bridges Are Inspected

By P. W. PanhorsTj Construction Engineer, Bridges, Northern Section.

F. W. Panhorst.

OLD, OR EXISTING, bridges are
inspected to insure safety for the
traveling public ; new bridges, or
bridges under construction, are inspected to
insure the incorporation of satisfactory mate-
rials and methods in the assembling of the
new structure. All bridges on the state high-
way system of Cali-
fornia are inspected
— both existing
bridges and bridges
under construction
— by engineers of
the Bridge Depart-
ment. Existing
bridges are, in addi-
tion, under the con-
t i n u a 1 inspection
and maintenance of
the Maintenance De-
partment.

Although these
^iigineers are not
heroes, they are
nevertheless un-
sung. The object of this short article is
not to attempt to give these engineers a
place in the spotlight, but to attempt in
a short and general way to give those who
are interested an idea of how and why
bridges on the state highway system are
inspected. The traveling public places,
unconsciously, implicit faith and confidence
in the various engineers of the Highway Com-
mission—not only those inspecting bridges.
A car rushes at night down a smooth but
strange road, seldom, if ever, does the driver
stop to think that there might be an obstacle
in his way — a deep chuck hole, a fallen tree,
a large rock, or what not. When he comes to
a bridge, even though he may be on an over-
laden truck, he rushes across with never a
thought as to whether it is safe. They all
take for granted that the road beyond the
reach of the headlights' gleam is safe,
although they may mot be able to stop within
that distance, and that the bridge which they
do not see until they are upon it is suffi-
ciently strong t© safely carry them over. For-
tunately, due to the watchfulness of the Main-
tenance and Bridge Departments, the driver's
assumptions are usually correct.

FORTY-TWO MILES OF BRIDGES

There are, in general, two main divisions
of bridge inspection, that for old or existing
structures, and that for new bridges, or
bridges under construction. The inspection
of existing bridges is primarily to insure
safety to the traveling public. There are, on
the highway system, approximately 1600
bridges with a total length of 42 miles.

A complete exhaustive and minute inspec-
tion of all bridges on a state highway system
has perhaps not been made in any state. This
applies also to California. However, a
"Bridge Survey Crew" is now making such
a survey in this state. All of the bridges
have been inspected in a general way for
safety with regard to structural strength and
handling of traffic. The bridges are then to
be carefully and completely inspected and
records and reports compiled. The reasons
and necessities for this are numerous and
important.

DETERMINING LOAD LIMIT

The load limit of each bridge can be deter-
mined. Frequently it is desired to move
unusually heavy loads across a certain bridge,
or bridges, in a certain locality. From the
results of the inspection now under way it
will be possible at a moment's notice to tell
if the bridge, or bridges, in question will
safely carry the load. This is of particular
importance in transporting contractors' and
state's heavy equipment from place to place
on the highway. From this report it will
also be possible to determine which bridges
are not of sufficient strength to carry the nor-
mal traffic of the particular community and
the kind and cost of repairs can be determined
along with the probable remaining service
life of the bridge. It will be possible to tell
which bridges should be rebuilt first, in what
order, and when, which will be especially use-
ful in preparing budgets, both for the imme-
diate and distant future.

TRAFFIC PROBLEMS

Of almost equal importance with the
strength of the bridge is the traffic considera-
tion, location and alignment. Although a
bridge may be of sufficient strength to carry
normal traffic, it may be too narrow to carry
the traffic of that particular location, or the
alignment of the highway adjacent to the
bridge may be of such a dangerous nature

C ALIFORM A HiallWAYS AND PUBLIC WORKS

that it is advisable to construct a new bridge
to overcome this (hmger. These are but a few
of the uses to which the inspection report
will be put and it is easy to visualize its great
value.

One trip of the doctor does not always per-
manently cure the patient. Due to the effects
of annual high water, rusting of metal, decay
of wood, etc., periodic inspections are neces-
sary. Such inspections cover not only the
deck, or riding surface, but the entire struc-
ture, especially the foundations. Frequently,
in times gone by, when a bridge, especially a
timber bridge, was about to breath its last,
a new deck was laid and the railing painted.
Traffic then crossed with a sense of security,
feeling that a new bridge was theirs. Or a
steel span may have rusted away 50 per cent
of its strength to be repaired by the addition
of a bright colored paint over the rust scales.
Thorough bridge inspection is intended to
prevent such and to insure safe and sane
repairs when required.

DECEPTIVE
-APPEARANCES

To the casual ob-
server a bridge may
appear to be in a
precarious condition
structurally, where-
as, in fact, it may be
excessively strong
and safe. For ex-
ample, the piling to
a bridge may appear
in a weakened and

dangerous condition on account of apparent
decay, whereas only the sapwood for an inch
or more has decayed and a good, firm and safe
heartwood remains. Again a steel span may
have rusted, as they have a great habit of
doing, and thick rust scales make the bridge
appear that most of the metal has rusted away.
A very thin layer of steel will make a very
thick rust scale and all that the steel may
require is sand blasting and painting, with a
resultant negligible loss of strength. But
bridges which appear dangerous are not
always safe.

A quick and careless inspection may show
a bridge to be in a satisfactory^ condition,
whereas, in truth, the opposite condition
exists. Such an inspection is worse than none.
For example — a timber truss may appear in
the best of condition, well set off by a fresh
coat of paint. The surface of the timber may
appear, feel and sound firm, well preserved
throughout its life. This is one case where
you may save the surface but not save all.

When you approach a bridge along the state
highways, you feel no necessity of slackening,
nor do you have any thought of danger.

This article tells the story of how the bridges
along California's highways are constantly tested
and continually inspected.

This is no small job as there are approxi-
mately 1600 bridges with a total length of 42
miles along the highway system.

The interior of the timber, such as the chord
of a heavy timber truss, may be nothing but
dry rot, the original heavy timber now being
but a shell and deceiving in appearance. The
condition of the interior of a large timber or
pile is examined by means of an increment
borer, a hollow wood drill by means of which
a core about one-fourth inch in diameter may
be secured. This drill furnishes a sample
core of the timber similar to a diamond drill
core from rock.

Many other conditions of a bridge may be
different from what they appear to be from
casual inspection. As for example, piling in
a trestle may appear sound and in good con-
dition, whereas, at the ground line, they may
be rotted through. A pier may appear in
good condition down to the water line while
the base may be undermined. These are but
a few of the many conditions which an inspec-
tor must investigate if the inspection is to
be of value, and for these reasons it is essen-
tial that the inspector be an engineer of

experience that he

may know what to
look for and w^hat to
do with it when he
finds it.

INSPECTING
MATERIAL

Inspection of
materials and work-
manship that enters
into the construction

of a new bridge is of

equal importance
with that of inspection of existing structures.
As no chain is stronger than its weakest link,
so no bridge is stronger than its weakest
detail or member. Bridges are designed to
carry a certain predetermined maximum
load, the w'eight of which is determined by
the kind of traffic that is to cross the bridge.
This load having been decided upon, all
parts of the bridge are designed to be of
relative strength, otherwise there would result
an uneconomical design. The duties of the
field inspectors are to see that proper mate-
rials are incorporated in the structure so that
the bridge as built is the same as the bridge
designed.

All materials and workmanship that enter
into the construction of a new bridge are
inspected and tested. Some of this work is
done at the bridge site and some must of
neces.sity be done at the point of manufacture.
For example, take the structural steel that is
to form a truss over some remote mountain
stream. Before fabrication the steel is

(Continued on page 25.)

I

CALIFORNIA' HIGHWAYti AND PUBLIC WORKS

Highway Commission Asks Abatement

Of Signboard Menace A long Roads

The following resolution was passed by the California Highway Commission at its Noveni-
l)('r meeting in Sacramento :

Whereas, Advertising signs and billboards in proximity to the public highways destroy
the scenic value and, in many places, particularly on curves, menace the safety of such
thoroughfares, and

Whereas, The California Highway Commission has by constant vigilance prevented the
placing of advertising signs and billboards within the right of way limits of the state high-
ways, but no law has yet been enacted in California which effectively suppresses the erection
of advertising signs and billboards on private property outside the boundary of and adjacent
to the public highways, and

Whereas, The Commission is of the opinion that outdoor advertisers are proceeding
under a misconception of the economic benefits to them of a system which is rapidly defacing
the famed landscapes of California and seriously detracting from the enjoyment of its citizens
and its tourists,

Be It Resolved, That the Commission, on behalf of the Department of Public Works of the
State of California earnestly urge all concerns, such as oil, automobile and tire companies,
l)anks, hotels, cafes and business enterprises of all kinds, to remove their signs from private
property bordering on the public highways, and cooperate with the public authorities to the
end that the natural beauty of California may be preserved and the public highways may be
the mediums through which such beauty may be observed, and

Be It Further Resolved, That civic organizations throughout the state be encouraged to
join in a campaign to induce outdoor advertisers in their respective communities to discon-
tinue the present practices which are becoming so increasingly objectionable to the public at
large.

Development Association Would

Save Beauty of Scenic Highways

At a ioint meeting o£ the Statewide High- '■'»• goveiuing touutj Dlaiiuiug commissions and dis-
^ ... 1 £ ■„ „i i.;„i,,,.„,, lUNsed the subject in its relation to tue efforts of the
way Committee and five regional highway ^^.^^^^^^^ committees to control poorly-placed bill-
committees of the California Development boards and vending stands on scenic highways and
Association held in San Francisco on Octo- the securing of additional right of ways for high-
ber 18th the following resolution was ways. Mr. Landels stated that courts as yet had
, , ' failed to uphold most laws aiming to regulate sign-
aciopteci : boards and vending stands along right of ways, but

"It is recommended that the board of directors of expressed the belief that there will be a change and
the association request all Regional Advisory Councils j.jjj^(. ^j^g courts would tend to follow public opinion
to consider, through their highways committees, the ^j^^y jj. became strong enough on this subject. He
state and county highways in their region to be stated that the only effective remedy at present seemed
designated as scenic boulevards, and that this con- ^^ be the adoption of a constitutional amendment,
sideration be given with dispatch, so that the State- authorizing the state to pass legislation to regulate the
wide Highway Committee of the association may be objectionable features. This itself, Mr. Landels
in a position to consider legislation or other means stated, may be of doubtful constitutionality. Plan-
designed to prevent the devastation of our scenic ^j^g commissions can be of direct usefulness in pro-
highways by unsightly vending stands and poorly- tecting and providing right of ways for highways
placed signboards." because they c-an zone the county in accordance with

_, ,,.,-, • , nil • . • an established plan.

The published minutes of the association

give the following account of the discussion : scenic highways

Mr. Edward Landels, attorney, of Oakland, spoke Mr. Wishon explained that the Regional Highway

at the request of the chainnan. He explained the Committees had taken up the matter of protecting

Seattle Public Liferait

CALIFOh'MA lUGHWAYS AND I'UHLIC WORKS

Majestic Oak Is Signally Honored

Ihe llutchins oak

'Vhv. intorest of the Ciilifornia Highway
Coiiiinission in tlio i)r<'si'rvation of otit-
staiidins features of iiinisual chai'iii and
l)iil)lic interest was exidenced by the pass-
age of tlie f(dlo\vinf; resnlutioii at its
November meeting :

Whereas, The meml)ers of the Cali-
fornia State Highway Commission are
very much interested in the preservation
of the natural beauties of the state, and

Whereas, There is on the Thomas A.
H^utchins farm in the Central House Dis-
trict immediately east of the Feather
River on the Oroville-Gridley county road,
in Butte County, one of the largest oak
trees in the state, known as the "Hut-
chins Oak," which tree is a fine example
of the productivity of the soil and climate
of Butte County, now therefore be it

Resolved, That this Commission takes
the liberty of suggesting to the honorable
board of supervisors of Butte County that
they take the necessary steps to acquire
ownership of said oak tree and sufficient
land about it, in order that the tree may
receive the proper "surgical" aid and care
and be preserved as long as possible as
one of the marvelous products of Butte
Count>'.

This tree, locally known as the "Hut-
chins Oak," is one of a triumvirate of
three world-famous trees iu Butte County.
The others are the Hooker Oak, near
Chieo. and the Mother Orange tree, at
Kidwell Bar. near Oroville. The latter
two trees are already publicly owned.

The Hutchins Oak is 129 feet high, and
still is growing.

scenic highways of the state from the inroads of
poorly-placed signboards and disreputable looking
vending stands, and asked Mr. Willett to present the
above recommendation sponsored by the Central Coast
Committees.

Mr. Meyer of the North Coast Covmcil expressed
opposition to the idea of limiting the activity to certain
designate<l "scenic highways" and urged that all high-
ways in the region be protected in the same way from
billboards and unsightly erections.

^Ir. Roth of the Central Coast stressed the im-
portance of designating the highways to be worked on
in order to limit the job to a reasonable task.

Mr. Shaffer of the San Joaquin Council voiced
objection to certain signboards placed at the entrances
to cities such as Modesto, on the grounds that such
signboards caused economic damage to communities.

ilr. McNeill of southern California, manager of
Foster & Kleiser. stated that his company had a
definite and broad ix)licy of cooperating with every
reasonable effort to protect scenic spots and highways,
but he felt that outdoor advertising was a legitimate
and established business and that locations for signs

FEED HIGHWAY "CONS" POTATOES

FROM HOME IS PLEA

TO STATE

Here is a letter that came to the state pur-
chasing agent a short time ago, the writer being
a California business man:
"Dear Sir:

"When in need of potatoes to feed your con-
vict gang working on road, we would

like very much to make a bid. At this season
of the year we get our potatoes from Oregon
and Washington in carloads and will quote very
low price. And besides, a lot of these Cons are
from Washington or Oregon and they prefer
Washington or Oregon potatoes, and I am sure
you want to please them."

at the entrance of cities and commercial areas was no
more of an economic damage to a city than any other
business structure, such as the buildings.

C AH FORM A HIGHWAYS AND PUBLIC WORKS

Improved Highways A id

Development at Lake Tahoe

By F. W. HaselwooDj District Engineer.

THE INCREASING popularity of Lake
Tahoe is manifested by the intensive
development in progress in the area sur-
rounding the lake, by the unprecedented
patronage of the resorts and by the volume
of traffic on the highways. And coincident
with this increasing popularity and develop-
ment, and one of the contributing causes
thereof, is the improvement of the traffic serv-
ice on the roads leading to and around the
lake.

The State of California, through the Divi-
sion of Highways, is engaged in the business
of furnishing a traffic service to its citizens.
The erroneous idea sometimes prevails that its
chief function is to construct and maintain
roads, but while the actual activity of the
division is evidenced by the mileage of roads
constructed or reconstructed, or the quality
of the maintenance, these construction and
maintenance activities are merely the means
by which the division presents to the citizens
of the state its finished product, namely, the
highest quality of traffic service that the
finances and the skill of its organization can
jn'oduce.

The Lake Tahoe region is fortunate in being
well served with state highways. Two main
liighways reach the lake from the Sacramento
Valley, one the state's first venture in roads,
the "Lake Tahoe Wagon Road" via Placer-
ville and the summer home area along the
American River, and one via Auburn and
Truckee. From the Nevada line near Brock-
way around the north, west and south of the
lake are 53 miles of highway serving all of
the area adjoining the lake in California.

Although the lake has been accessible by
road since the early fifties, it is only in recent
years tliat strict attention has been given to
the im])rovement of the service rendered by
these roads. Not until 1913, after the roads
in the lake area had become state roads, was
it possible to drive through on the west side
of the lake. This was made possible by the
construction of a road from McKinneys to
Meyers, traversing the difficult and scenic
country at the head of Emerald Bay. Con-
tinually as traffic developed the Placerville

and Auburn roads and the roads around the
lake have been improved. The greatest
impetus has been in the last few years, and
coincidentally the greatest traffic increases
have been recorded in that time.

Improvement in traffic service has been
accomplished by two methods, construction or
reconstruction of units of these roads and
more intensive maintenance work on the
unconstructed portions.

Two units of highway have recently been
completed near the lake. Between Tahoe City
and the state line at Brockway, a distance of
12 miles, the oil mixed rock surface was com-
]ileted in the spring of 1927. During 1927,
the road between Tahoe City and IMeeks Bay,
11.3 miles, was graded and rock surfaced, and
early in the summer of 1928 the rock surface
was oil treated by the mixing method. Dur-
ing 1925, 1926 and 1927 grading was in
progress on 10 miles between Meeks Bay and
Emerald Bay. This year a contract was let
for grading 3 miles, which will complete this
unit.

Another unit of construction of great
importance to the Lake Tahoe area is the 14
miles along the Truckee River between Tahoe
City and Truckee. This road has been under
construction for 3 years. The grading and
rock surfacing have been completed, and early
next season will see the completion of a bridge
across the Truckee River and the Southern
Pacific Railroad, and a subway under the
Southern Pacific Railroad at Donner Creek
near Truckee, and the oil treatment of the
rock surface.

In 1927 both the Placerville and the
Auburn roads were treated with oil, and
made dustless. This treatment was repeated
in 1928, and extended along the west side of
the lake to provide a dustless trip from
Sacramento by one route and return by
another.

The effect of these improvements on the
volume of traffic is measured by the census
as shown in the following table for cor-
res])onding days in the respective years. The
census was taken at Tahoe City, and shows
the number of vehicles in 16 hours on the
road south toward Meyers, the road east

CALIFOh'MA IIKIIIWAYS AND PUBLIC IFOA'A'K

At Majestic Lake Tahoe

A'iews on l^aki- Tahoe road. Vpper, Emerald Bay;
iniddh vifws. road scenes on the way to Lake
Tahoe ; lower, along the edge of the lake.

toward Brockway, and the road north toward
Trnckee.

1924

1925

1926

1927

Increase
over
1928 1924

South

East

North

436
352
162

715
526

280

1,685
651

800

1,703

1,474

803

3,213 736%
3.401 967%
2,452 1,530%

The development of the lake area is evident in
many ways. Ijake front property is changing hands
at fabulous prices. Following the oiling of the rock
surface between Tahoe City and Brockway, much
activity in new subdivisions or disposal of older
inactive tracts developed. This year in the sub-
divided area between Tahoe Vista and Brockway, 5
miles of paved streets are being constructed. This
season the area traversed by the road between Tahoe
City and Meeks Bay is the scene of much activity.
Many expensive private residences are being con-
structed. Resort owners are expanding their facilities,
and greatly improving the quality of accommodations
offered. They state that this year they have to turn
away many visitors, and that their business has been
from 50 to 100 per cent better than ever before.

A notable change on the lake itself is the advent
of the gasoline launch and the speed boat. The lake
is no longer quiet, but resounds to the put-put of these
boats, which are rapidly increasing in numbers.

The roads around the lake are recreational. They
are closed by snow for from 5 to 6 months during the
year. Tlie principal traffic occurs during the three

(Continued on page 25.)

10

CALIFORMA HIGHWAYS AND PUBLIC WORKS.

Making The Highways of California Safe

The following address was given by }',. B. Meek, Director of Public Works, over Station KPO, San Francisco,

Monday, December 3.

MAKING HIGHWAYS SAFE is a con-
trolling factor in modern road con-
struction, and to this end millions of
dollars are being expended annuall.y in Cali-
fornia and in other states where this all-
important feature is recognized.

It is rather amazing that streets and roads
laid out and built for horse-drawn vehicles
have been so comparatively easy to remodel
to take care of modern traffic requirements.
The remodeling has consisted largely of flat-
tening curves, vertical as well as horizontal,
super elevating of curves to compensate for
the curvature, widening grades, maintaining
smooth and dustless surfaces, painting stripes
on pavement to define traffic lanes, eliminating
railroad grade crossings by realignment or
by constructing grade separation structures
and installing signs and signals warning the
motorist that lie is approaching a dangerous
curve, steep grade, railroad crossing, slippery
pavement or school ; and the installation of
arterial stop signs and signals against cross
traffic.

WIDTH OF PAVEMENT

We are continuously raising our standards
in California on our state highway system.
Our minimum width of pavement has been
fixed at 20 feet, giving us two 10-foot lanes.
Our minimum width of grade has been fixed
at 36 feet, which provides for an 8-foot
shoulder on either side of the 20-foot pave-
ment, thus giving the motorist ample room to
stop his car with all four wheels off the pave-
ment.

ELIMINATING DANGEROUS CURVES

Our maximum grade for steepness is 6 per
cent. We are, as rapidly as finances will per-
mit, eliminating dangerous curves all over
the state highAvay system. Our experience has
been that if a particular road has a high
standard of aligiuuent, with the exception of
one short stretch, that one short stretch is a
menace to the safety of the motorist and will
cause numerous accidents. Therefore, we are
striving to bring all roads to the same degree
of alignment so that all sections of the particu-
lar road will be eipially safe.

OVERCOMING DUST

Realizing the hazardous as well as annoying
features of dust conditions on our natural soil

and gravel roads, we have, during the past
two years, made some 1500 miles of these
roads dustless by the application of light oils.
During the coming year we expect to increase
this mileage very appreciably, particularly so
that the public may fully enjoy the recrea-
tional roads.

WHAT THE STRIPES DO

We have demonstrated that defining traffic
lanes by white or colored stripes is not only
a safety measure but actually increases the
capacity of the highway. Because of our
experience last year we are very greatly
increasing our investment this year in this
new safety device. Our coming biennial
budget will provide for the striping of 1400
miles of our highway system.

While the zoning of pavements is admit-
tedly an aid in the control and regulation of
traffic, much of its benefit can be lost through
the careless disregard of its tenets by slow-
moving traffic usurping the inner or fast lanes.
Again on multiple-zone pavements traffic
peaks in either direction may require and
should have the right to use all lanes not
required by the opposing traffic. These, how-
ever, are points involving regulation which
will surely follow a better understanding of
the traffic-flow problem.

WARNING SIGNS

Warning signs are placed at all railroad
grade crossings and curves where the vision
is impaired or change in direction abrupt.
The signals in vogue at these crossings include
their illumination, the alternate heavy
diagonal white paint stripe and the words
"Railroad Crossing" spaced on the pavement
at 50-f()ot intervals for 300 feet on each side
of the crossing, the electric- or gas-operated
flashing .signal, and the particularly effective
large illuminated sign suspended either side
of the crossing, some 14 feet above the pave-
ment, bearing the notation ' ' RXR. ' ' In addi-
tion to these, many wigwag signals have been
installed by the railroad companies upon our
representation.

At curves the standard warning consists of
either a 6-incli or 8-inch diameter red bullseye
or a battery of nine of 3 -inch diameter, both
types of which are readily visible some 600
feet distant. The.se signs are undoubtedly an
aid to the careful driver, and to insure their

(Continued on page 29.)

CALIFOUMA inaHWAYS AND PUIilAC WOIfKS

11

Reducing Accidents on State Highways

IN OKDER to get autlioritative informa-
tion from the various states as to what
they are doing to prevent highway acci-
dents, a letter was sent by the Florida High-
way Commission to each state highway depart-
ment with the request that they write a letter
sunnnarizing the work they are doing in this
regard. Thirt.y-one states replied, each denot-
ing interest in this great problem, and with
the exception of one or two states plans for
accident prevention were described in detail.
The presentation of this data will be more or
less a summary of what these 31 states have
indicated they are doing toward the preven-
tion of highway accidents.

This report is divided as follows : Engineer-
ing, dealing with all the physical features of
the highways, including construction and
maintenance; legislation, pertaining to the
laws controlling the construction and use of
the highways ; operation, dealing with the use
of the highways; education, dealing with the
user of the highways, and enforcement, with
operation and use of the highways.

ENGINEERING

There is a striking similarity in the pro-
grams of all states. Practically all engineers
and commissioners recognize that the con-
struction of highways in such a way that they
may be devoid of any hazard is an essential
to highway safety.

SIGNS AND MARKINGS

It is almost universally accepted that the
proper signs and markings are now essential
for highway safety.

Traffic stripe on curves is very generally
practiced. In some states the center stripe is
used the entire distance of the highways,
especially on heavy traffic roads. In at least
one state a special color stripe is used on all
curves or grades that are especially dangerous.
This special color, probably yellow, also indi-
cates that cars can not pass at these particular
locations.

Practically every state is installing guide
and precautionary signs for the benefit of the
highway user, if they have not already done
so. In most instances the signs are those
recommended by the American Association of
State Highway Officials. Several of the states
at the present time are practicing the installa-
tion of a white cross wherever there has been

a fatal accident. This has been practiced for
many years by a few of the states, but now it
seems to be more or less a universal practice.
Traffic is required to stop before entering
the trunk highways in some states, and in the
case of trunk highways intersecting, sema-
phores or "stop and go" lights have been
installed for the purpose of taking care of the
traffic. In one state intersections of state
highways are constructed with curves of 500-
foot radius and no obstructions are allowed on
the inside of the curve.

GRADE CROSSINGS

The elimination of grade crossings is one of
the great features contributing to highway
safety, and all states have programs for this
work in proportion to funds available. Where
there are not sufficient funds to eliminate
grade crossings, warning devices are erected
to call the danger of the crossing to the atten-
tion of traffic.

VISIBILITY

Visibility is commanding considerable at-
tention. It was referred to by many of the
states. Minimum visibility is not less than 300
feet, and many of the states are attempting to
get a visibility of 500 feet. Some states are
attempting to get visibility of 500 feet on
vertical curves and 350 feet on horizontal
curves. Most of the states are cutting brush
and removing other obstacles on highways or
right of way that in any way impair the
visibility of the drivers of vehicles.

GUARD RAIL

Guard rail is another important detail of
construction that can be considered under
engineering. In some states this item is regu-
lated in proportion to the funds available for
road work, but as nearly as pos.sible guard
rail is constructed on all fills over 4 feet in
height and at dangerous curves, or other
places which should require special treatment
for the safety of the driver.

EMBANKMENTS

Several of the states are constructing
embankments Math 4:1 slope so that vehicles
in time of necessity can run down the slope
without turning over.

One state refers to the construction of wide
ditches with flat slopes. These are termed

(Continued on page 28.)

12

CALIFOKMA HIGHWAYS AXD PUBLIC WORKS

California Contribution to Highway

Building Lauded by U. S. Engineer

By Dr. L. I. Hewes, Deputy Chief Engineer, United States Bureau of Public Roads.*

Dr. L. I. Hewes.

THE ENGINEERS of the Division of
Highways in the California Department
of Public Works, during- the fall of
1926 and the summer of 1927 have achieved
results for dustless, smooth roads which are
remarkable. Starting with old principles
they have developed a method of incorporating
light asphaltic oil with
fine crushed stone and
gravel surfaces that is
an improvement on any
past methods.

A similar method
was used by the Wis-
consin State Highway
Commission in 1923,
but it was not devel-
oped as the California
engineers have now
developed it. In brief,
the method is charac-
terized by the blading
back and forth over the
surface of material
about two and one-half inches in depth to
which a light asphaltic oil has been added.
Tlie scientific study given this work and the
perfection to which the process has been ad-
vanced is an achievement for the California
engineers.

REMEDY FOR DUST NUISANCE

It has completely eliminated the dust nui-
sance aiul produced a surface which bids fair
to be enduring and of cheap maintenance, and
it has compelled the attention of road builders
throughout the west. Assistant State High-
way Engineer Stanton presented an outstand-
ing ])aper on this subject at the Denver meet-
ing of the American Association of State
Highway Officials. The matter has also been
carefully presented in "Public Roads" for
September, by McKe.sson and Frickstad.*

This type of surface has been variously
designated, but the term "oil-mixed top" is
becoming current. The road is remarkably
smooth. Some sections have shown a rough-
ometer reading of about ten inches ])er mile,
which compares with the best higher type sur-

*This article first appeared in lite National Motorist.

faces. The wearing surface resulting from the
oil-mix process is from two to three inches
of dense material quite similar to asphaltic
concrete.

For success the oil-mixed process, like other
surfaces, requires a firm base. It is not a
method of road building, but a method of
producing a wearing top, dustless and smooth.
Where the fine-crushed surfaces have been
successful the oil-processed top is successful.

BEST RESULTS

The best results are obtained where the
material of the top is not of greater maximum
sizes than three-fourths inch and where the
grading of the material in the top is suf-
ficiently complete through the smaller sizes.
For success with the oil-processed top it is not
necessary that the top two inches of the road
be tight or solid, but the base must be hard.

In fact the oil-y^rocessed top was developed
in the Imperial Valley because the ordinary
surface penetration method would not work
on account of the looseness of the top of the
roads in this dry area.

There are a great many miles of fine metaled
roads that still have sufficient depth of
material to permit oil processing with econ-
omy and success. If the roads are wash-
boarded or rough they are first given a pre-
liminary treatment to make them smooth and
uniform. Afterward they are uniformly
scarified or broken \\\) to a depth of two or
three inches.

It is at once a])i)arent that a road on Avhich
only from two to four inches of metal remains
is not a good road for success with this
method. There must be a hard layer under
the ])rocessed top for success, but there should
be no layer of untreated material between the
base and a processed layer when complete.
Roads that show a tendency to break through
or with soft subgrades will not be successful.

ROAD "losses" in WEST

In the western states there are several thou-
sand miles of fine crushed roads on which the
annual loss of material varies from a negligi-
ble amount in the moister areas, particularly
in the forests, to an extraordinary amount in
the open arid areas with high winds, possibly

CALIFOh'.MA IlKJinVAYS AS D PUBLIC WORKS

13

one and one-half inches per year where the
travel exceeds four hundred vehicles.

INDIANA GRAVEL ROADS

R^'search in Indiana indicates a loss on
gravel roads for three consecutive years aver-
aging about 290 cubic yards per mile per
year. With a loss from one-half inch to one
inch per mile per year, or from 130 to 260
cubic yards per mile per year, the money loss
at $3 per cubic yard is from $390 to $780.
The oil-processed top has completely stopped
such losses.

METHODS EMPLOYED

As stated above, the road is scarified and
then light asphaltic oil (usually fuel oil known
as 60 to 70 per cent asphalt) is applied by
mechanical distributor. The oil need not be
hotter than 200 degrees F. It is applied at a
rate not exceeding one-half gallon to the
square yard per application.

Right behind the spreading truck follows a
train of disc harrows, and sometimes also a
spring tooth harrow. The harrows partially
mix the loosened top with the oil. Usually
there are two or three half-gallon applications
with separate harrowing for each. Also
usually one-half the road is worked first, with
travel turned on the other half.

After the harrowing, a blade machine
drawn by a tractor or other adequate power
begins manipulation for the final mixing of
oil and crushed material. On the first trip
the big blade usually moves the full depth of
the top toward the center for half the road
width. It is essential that the blade cut
through to the hard surface beneath the par-
tially mixed oil and fine material, but it is
equally important that the blade move only
the loosened material and not scrape any new
material from the bottom.

The amount of blading to get all material
to a windrow in the center will depend upon
the power and size of blade, width of road,
etc., but when it is done travel can operate on
the bared lower surface and the other half of
the road may then be treated with oil. In
fact usually treatment of the other half of
the road has already begun because by this
oil-mixing method there is no harm to the
travel by spattering oil. The oil on the loos-
ened surface simply does not spatter and the
wheels of vehicles can not harm the processing.

After both sides have been bladed to the
center, the blades then separate the windrow
and move the material back to the edges and
repeat the process until all is of a uniformly
brown color. The road is then carefully

UNITED STATES

DEPARTMENT OF THE INTERIOR

NATIONAL PARK SERVICE

Crater Lake National Park

Medford, Oregon

Office of the Superintendent

October 16, 1928.
Mr. C. H. Pureed,

State Highway Engineer,
Sacramento, California.

Dear Mr. Purcell:

Mr. T. R. Goodwin of your organization, whom
we borrowed from you in June, left today to
return to Sacramento and I want to thank you
for loaning us his services.

Mr. Goodwin brought us out of dusk into day-
light on this "California Mix" work and as a
result of his efforts we have nearly 18 miles of
splendid dustless highway including the un-
paved portion of the Medford and Klamath
Roads and the main stem from Anna Spring
to the Lodge. The results of his work have
sold us on this type of finish and we expect to
continue it indefinitely.

Mr. Goodwin has been really splendid; in
addition to his value to us technically he has
contributed a fine spirit and an enthusiasm that
has been a great help in sustaining the morale
of our outfit. Everyone at the park not only
respected but liked him and a letter from the
Yellowstone — to which park we let him go for
about three weeks to help them similarily — re-
veals that he made good in the same way there.

We are much indebted to you for his serv-
ices, indeed.

Cordially yours,

C. G. THOMSON,

Superintendent.

smoothed to a true crown by skilled operators,
and traffic does the rest.

SUCCESS NOW ASSURED

This all seems a simple process, but there
has been constant development since it began
in the fall of 1926. The amount of oil has
been controlled, the amount of mixing has
been ascertained, the measurements of both
are knoAvn from the color, and a ' ' stain test ' '
has been used with success to gauge both the
oil and the mixing.

The road surface developed seems to be
about two to two and one-half inches in thick-
ness and it is tight and homogeneous and the
road does not corrugate and seldom ruts. It
is as smooth as good pavement. There are
excellent examples of this work on the road
from Briceburg to El Portal, from Victorville
to Barstow, and from Emigrant Gap east to
the Nevada state line.

The entire cost of oil and mixing is from
$1,000 to $1,300 per mile for an 18-foot road.

(Continued on page 27.)

14

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

The Sand Hills Road

By E. Q. Sullivan, District Eiig-ineer.

AFTER TWO YEARS of use, the higli-
way across the great sand dunes near
Yuma is a proven success. The road
lias now been through four windy seasons,
the spring and fall of each year, and no
trouble has been experienced. The road has
always been clear of drifting sand and the
sand fills supporting the pavement have not
been disturbed bv wind action.

Multitudes of small sand dunes approaching
the highway.

A single track plank road was built across
the dunes in 1916, and for many years w-as
considered the only possible type because of
tlic shifting sand. It was kept open for u.se
by digging out the planks after each storm
and then raising or lowering them to fit the
new sand dunes that move along with each
wind.

Five years ago intensive engineering .study
was undertaken to solve the problem of con-
structing a more satisfactory highway across
tliese shifting sand dunes. After a great deal

Great sand dunes marching toward the highway.

of .study and the consideration of innumer-
able plans, it was finally concluded that a
successful road could be built. Elaborate
ex])eriments were carried out in attempting
to control the shifting sand dunes, but thought
of their control was finally rejected. Other
plans considered were tho.se of constructing a

better road .surface that could be raised and
lowered in a manner similar to the old plank
road. All these plans were also finally
rejected.

The final plan adopted was that of con-
.structing a .standard pavement on high sand
fills, higher than fast moving sand dunes. It
was found that only the small sand dunes
move fast. Those over 30 feet high move very
slowly. The movement of the dunes that
are 200 to 300 hundred feet high is scarcely
perceptible. The new road was built up on
sand fills to be level with the top of dunes
as high as 30 feet. In order to keep the high
sand fills of the ucav road from blowing away,
these fills were oiled. The road w^as located
to avoid the very high sIoav moving dunes.

Previous to the construction of the new
road, the old plank road was kept open to
traffic only with the greatest difficulty during
wind storms. In spite of the heroic efforts of

The old and the new. The old plank road can be
seen on the left, paralleling the highway.

the maintenance men, it was often closed
for hours at a time during a stormy daj^ and
during tlie darkness of a stormy night the
men many times had to give up in despair.

Tlie smaller sand dunes now march up to
the highway and bloAv over above the pave-
ment in great white sand streamers. The oil-
ing of the high sand fills of the new road has
proven a complete success and the wind has
never disturbed them. There has not been a
moment of interruption to traffic for the past
tAvo vears.

Binning aud clearing operations on state highways
jilannrd to aid in the prevention of fires have been
greatly extended this year. A total of (>(>1 miles of
highway right of way has been burned under the direc-
tion of state highway maintenance forces. The cost
ti> the state for the season has been $.37,851. or an
;ivei-age of about .$.">7 per mile.

('AIJFOh'.MA lliaHWAYH AMD J'UJifJC WORKS

15

The Crest Drive

Kapid progress is being nuide by the con-
tractors in constrncting the new road into
tlie San Bernardino Mountains. There are
two contracts under way and the road is
beginning to appear along the face of the
mountains. It can be seen from all of San
Bernardino Valley and the blasting opera-
tions of the contractors can be heard in the
city of San Bernardino. The contractors are
working night and day and the lights of the
power shovels twinkle on the side of the moun-
tain at night.

UiJlx I rid hi. Mile stretch of highway is now open to
travel ; Center, winding road ; Lower left, the
present narrow steep is congested with traffic.

This road leads into the Big Bear Lake
region and connects with the Lake Arrowhead
resorts. Tlie existing road has grades as high
as 20 per cent. It is narrow and the countless
sliort turns are the terror of motorists. The
new road will be truly a high-gear road and
the accompanying pictures of the parts of the
road already completed illustrate the sweep-
ing curves tliat will replace the sharp turns.

The present work is a cooperative project
between tlie federal government and the State
of California. The 4| miles of road now com-
pleted near Running Springs Park was a state
day labor job.

10

CALIFORNIA HIGHWAYS AXD PUBLIC WORKS

Highway Through Heavy Redwood

Timber in Humboldt County Completed

By M. H. HuBBS, Resident Eng-ineer.

THE e'oini)letion of the llauser and Engie-
hart contracts, from Orick, Humboldt
County, to the Del Norte County line,
eliminates 15 miles of rough, winding road
through dense Redwood forests and cuts one
hour from the driving time between Eureka
and Crescent City.

A 24-foot crown width road, increased to
;}0-foot crown width in the low country, sur-
faced with crushed gravel 20 feet wide, was
constructed at a cost, including the heavy
clearing, of approximately $600,000.

The Englehart Paving and Construction
Company Avas awarded the contract for clear-
ing and grubbing the 15-mile project, con-
sisting of 65 acres of trees, stumps and down
logs which were larger than 12 inches in
diameter.

All trees, stumps and logs under 12 inches
in diameter were included in the grading con-
tracts, which were awarded to W. H. Hauser,
Oakland, California, from Orick to Russ

Grove, 8.5 miles and the Englehart Paving
and Construction Company, Eureka, Cali-
fornia, from Russ Grove to the Del Norte
County line, 6.5 miles.

HEAVY CLEARING

I'racticall.v all of the project lay in dense redwood
forests almost impenetrable, with immense down logs,
heavy underbrush and redwood trees up to 14 feet in
diameter.

The falling of these large trees, the blasting of
the stumps and their removal from the construction
limits was a problem made more difficult by the litter
of down logs, some of which had lain for hundreds
of years partly buried, while trees G feet in diameter
had grown on top of them.

The falling was done by 10 choppers working in sets
of two to each tree. The choppers were followed by
the buckers, or sawyers with drag saws, who cut the
logs into merchantable lengths suitable for handling.
The buckers were followed by the powdermen who
blasted the stumps. The logs and stumps were then
removed by the blocking crew.

Six months were required by four crews of blockers,
10 men per crew, to complete the removal of 1900 trees
from 65 acres.

1. The old road.

Clearing the way for the new high way. 3. Mammoth stumps that were removed.
4. The new highway.

CALIFORNIA HIGHWAYS AND PUBLIC WORKf;

17

Kiich ciH'w Wiis iiiude up as follows:
Blocking :

1 9x11 spool doiikoj- (steam).
1 Donkey operator.

1 Spool tender.

2 Riggers.

4 Hook tenders.
1 Wood buck.
1 Water buck.

Falling :

1(> choppers.
Bucking up.
4 Sawyers.
2 Drag saws.

Stumping :

1 Powder man.
7 Helpers.

Clearing cost, including material and equipment :

Falling $9,250 00

Bucking up 5,658 GO

Stumping ___ 18,974 00

Blocking 50,122 00

Total cost $84,004 00

The average total cost per acre was $1,292.37.

The average cost per tree was $45.15, or $7.11 per
thousand board feet of standing timber.

The number of trees separated into sizes and their
average approximate cost per tree is as follows :

Average

cost
per tree

48G trees 12" to 20" diameter — $16 65

416 trees 21" to 30" diameter__ 26 35

288 trees 31" to 40" diameter 38 10

328 trees 41" to 60" diameter — 52 85

124 trees 61" to 80" diameter__— 74 30

118 trees 81" to 100" diameter 93 70

101 trees 101" to 220" diameter 171 65

Forty tons of powder were used in blasting the
stumps at an average cost of $6.45 per stump, or an
average of 15 cents per inch diameter of tree.

Many of these stumps were from 10 to 20 feet in
diameter at the ground.

' GRADING

The material on the northern half of this project,
(The Englehart Contract) contained clay, which, due
to continuous fogs, never completely dried out, and
the contractor was confronted with the problem of
hauling the material away from his shovels over prac-
tically impassable roads.

Five-yard dump trucks were quickly discarded as
too heavy. Ford l|-yard trucks were used with some
success, but they quickly cut ruts requiring continuous
maintenance in order to haul at all.

Fordson l-|-yard iron mules were then used and
proved very successful. The wide wheels ironed out
the spongy subgrade and little maintenance woi'k was
necessary. Four of these iron mules were sufficient
to keep one shovel going, hauling from 300 to 1000
feet and handling from 300 to 350 cubic yards per
shift.

SURFACING

Rain falls in this part of Humboldt County 11
months out of 12, making the construction of a suit-
able subgrade a difficult and expensive problem. Heavy
fogs kept the subgrade in a wet condition between
showers. In some cases suitable material for decking
was obtained for placing on the worst places but this

decking material was scare*', and as a rub; it was a
matter of fighting the mud. Surfacing operations
were suspended for five months during the winter.

Underground water was encountered on the northern
portion and the subgrade at these places was drained
by tile drain placed at the side of the road, parallel
to center line and 3 feet below the subgrade. About
4000 feet of G-inch tile drain was placed.

TRAFFIC CONDITIONS

One of the most important problems involved was
that of "carrying traffic through construction without
interruption."

While traffic is much heavier on many other high-
ways throughout the state, few, if any, suffered the
congestion which occurred on this 15-mile stretch of
one-way road, with widely separated turnouts and
frequently blocked by construction operations. Four
hundred to five hundred machines was the daily aver-
age during the months of .Tune, July and August,
requiring a force of seven traffic officers.

These men were appointed by the Motor Vehicle
Department but worked under the supervision of the
resident engineer.

Two strings of cars, each in charge of two traffic
officers, left each end of the job simultaneously, pass-
ing at a designated point about half way. Two
officers acted as flagmen at each end and the seventh
patrolled the road directing and giving assistance to
such stragglers as had dropped out of the line on
account of tire or motor trouble.

Dust at times became bothersome to the drivers in
the long strings of machines and it became necessary
to sprinkle the road, which required two water wagons
8 hours per day each. Long lines of machines cut
the road up badly, which made frequent blading neces-
sary.

The cost of handling traffic, including this mainte-
nance work, was $13,200 or about 3^ cents per cubic
yard of excavation, and about 10 cents for each car
conducted through the work during the existence of
the control system.

A MILE OF CONCRETE

The editor of Michigan Roads and Pavements is
authority for the following figures :

A mile of concrete 18 feet wide and 7 inches thick
is equivalent to 2000 cubic yards of mixed concrete.

It covers 2^ acres of ground.

Contains 3400 barrels of cement which is 17 car
loads.

1100 cubic yards of sand or 32 car loads.

1600 cubic yards of crushed stone — 46 car loads.

300,000 gallons of water — 38 tank car loads.

The total weight of the mile of concrete is approxi-
mately 4000 tons.

To burn the cement required for a mile of road it
requires 340 tons of coal and to sack it 13,600 sacks
are required. To make these sacks 13 bales of cotton
are used.

When we add to this the engineering and construc-
tion costs, it is not difficult to understand that it
takes money to build real roads. — Nation's Highways.

War Department announces that a man, no matter
how far he may fall through space, can not fall faster
than lis miles an hour. Well, not being much of a
speed fiend that would be plenty fast enough for us,
but it seems as though something should be done
about it for the benefit of those who like to travel
fast. — Albany Knickerbocker Press.

18

CALIFORXIA HIGHWAYS AND PUBLIC WORKS

State Crew Praised for Fire Fight

OFFICIAL REPORT of G. H. Cheese-
man, maintenance foreman, in regards
to the work done by the maintenance
crew during the recent fire from Guatay to
Bnckman Springs :

The fire started Friday p.m. at about 1.30
near Sta. 781-|-00, Sec. D. As we were haul-
ing granite from the Hoor Pit, it was nearly
2.30 p.m. by the time we arrived at the fire.
Two men were dispatched at once, one to
keep ahead of the fire
and another to follow
up to warn the traffic
and to also stop the
traffic when it was un-
safe to go through on
account of smoke or
flames. The balance
of the crew folloAved
up, putting out fires
that were burning
telephone poles and
trees. As the forest-
ers were handicapped
for men they were not
putting the tree fires
but, but trying to
check the brush fire.
The maintenance
crew worked until 8
p.m., Friday, August
31. As everything
looked 0. K. we came
in for the night.

We Avent out again
at 4.30 a.m. Satur-
day, September 1.
The forest service had
got some men during

the night, and the dis-

trict ranger wanted

some of mv men for crew leaders. I released

four of our men and he gave me men in

exchange.

Tlie fire burned so fast Saturday, the 1st,
that we could not keep up with our putting
the fires out in the various trees. I had to
liave one truck go ahead with the danger signs
— putting them wherever there was danger
of trees or limbs falling across the traveled
wav.

DIVISION OF HIGHWAYS
DISTRICT VII

Sun Finance Building
Los Angeles, California

Mr. C. H. Purcell,

State Highway Engineer,

Sacramento, California.

Dear Sir:

Our maintenance crew at Guatay in San
Diego County did some very excellent work dur-
ing the recent forest fire along Route 12 in San
Diego County. I heard of this on one of my
trips thorugh this route, and instructed Fore-
man Cheeseman to submit a report.

Attached hereto is a copy of this report,
dated September 28th, and from what I have
heard on the outside, Mr. Cheeseman has
rather minimized the good work done by him-
self and his men during this emergency.

I would particularly call your attention to the
excellent judgment shown by Mr. Cheeseman in
the saving of the large trees along the state
highway. With all of the rest of the area
burned off, the value of these remaining trees
along the highway is increased several fold.

In such a time of rush and hurry there are
not many men who would think out the situa-
tion as clearly as did Mr. Cheeseman, and direct
his efforts so as to be of maximum benefit to
the highway and to the public.
Yours very truly,

S. V. CORTELYOU,

District Engineer.

Five of us stayed out until 8.30 Sunday
morning when we came in for two hours sleep
and some eats. We were back in the fire line
at 11 a.m. and stayed until 10 p.m. Sunday.
We were pretty Avell caught up with the fire
by this time and the boys needed the rest bad,
so they were told to show up at 7 a.m. Mon-
day, the 3d. With the exception of cleaning
up behind the fire, taking down barricades,
throwing limbs off the traveled way, there

was not much to do

as far as the highway''
was concerned, but
the wind had shifted
and was taking the
fire towards Corte
:\Iadera. The Dis-
trict Ranger appealed
to me for trucks to
take the men to Long
Valley near Corte
Madera. We made
two trips with men
and helped with the
back firing until
about 7 p.m. Tuesday,
11th. All but two of
tlie men were back on
the granite hauling.
Two of us patrolled
the road in case any
more fires came near
tlie highway.

By Tuesday night
the fire was under
control. We hauled
approximately 2000
gallons of water in
putting out the fires.
We used a 5-gallon
force piTmp of the
foresters' to reach the burning limbs and in
many cases where trees were burning inside
we had to shovel dirt to close the lower open-
ing, as it was impossible to battle the flames
while there was such a draft. The follow-
ing is the approximate hours the traffic was
halted by our men: 3 to 4 p.m. Friday,
August 31 ; 2.30 p.m. to 5.30 a.m., Saturday,
September 1st and for 10- and 15-minute
intervals botli September 2d and 3d.

(Continued on page 24.)

CALIFOKXJA HIGHWAYS AND I'VliLAC WOh'KS

19

An Unusual Culvert
Job; Details Told
of Unique Project

By E. T. Scott, Assistant District Maintenance
Engineer.

South of Irvine on the I^os Angeles to San Diego
Highway a double 10-foot by G-foot reinforced con-
crete box enlvert was recently enlarged by deepening
the existing barrel 6 feet. The culvert was inadequate
to handle storm waters so its capacity was almost
doubled. In addition to deepening the structure it was
lengthened to allow for a clear width of roadway
between headwalls of 50 feet by extending 13^ feet
on each end.

As it would have been difficult and expensive to
have detoured traffic while work was in progress, all
vehicles were permitted to proceed as usual over the

How the job was handled.

pavement. In fact, there was but little evidence from
the traveled way that the work of deepening the old
culvert was in progress.

The deepening of the existing double 10-foot by
6-foot concrete box culvert to 12 feet was done in
four sections approximately 7 feet each in length
and extending the full width of both barrels of the
culvert, the total length of the barrel of the culvert
being 27.9 feet. Work was started on a 7-foot section
at one end of the structure and completed before exca-
vation on the section at the opposite end of the struc-
ture was commenced. A lapse of time of a few days,
work being shifted to the extension outside the old

HIGHWAY WORK

ALONG KLAMATH

IS COMMENDED

Sacramento, California,

November 6, 1928
H. S. Comiy, Dist. Engineer,
Calif. State Highway Commission,
Redding, California.

Dear Mr. Comiy:

I have just returned from a six-weeks vaca-
tion spent at my place at Thompson Creek on
the Klamath River. I have made several trips
a year down the Klamath for the past twelve
years, in fact, when part of the road was not
much better than a cow trail.

I want to compliment you on the wonderful
improvement made on this road, particularly
during the past year. I believe this work is
under the supervision of a Mr. Guy McMurtry,
whom I have not had the pleasure of meeting,
but whom I believe must be very capable to get
such wonderful results from such a small force
of men and equipment.

I spent six years at engineering before going
to college to take up my present profession, and
can realize how you must have had to stretch
your allowance to the utmost to accomplish all
this.

Hoping for a continuance of the good work,
I am

Sincerely yours,

C. E. Bro\A/n.

culvert, was required between the placing of the two
inner 7-foot sections to allow the concrete in the first
inner section placed to cure.

While all work of undermining the old culvert was
in progress, the structure was well shored up with
heavy timber. No caving of the undercutting or
settlement of the old structure occurred.

The cost of the 220 cubic yards of concrete placed
in the deepening and lengthening of the culvert was
$18.90 per cubic yard and the unit cost for structure
excavation was .$1.40 per cubic yard. It cost $6.20
per cubic yard to break out the concrete bottom of the
old structure by hand. The job was too small and
isolated to import a compressed air outfit to break
out the old concrete.

The old culvert.

The new structure.

20

CALIFORMA HIGHWAYS AND PUBLIC WORKS

Excavation by Means of

Tunnel and Trapping

By B. H. Hexry, Superintendent of Convict Camp No. 12.

E. H. Henry.

ON NOVEMBER 1, 1927, operations were
actively resumed on the construction of
the new highway between Greenhorn
Mine and Buckhorn Summit, thus translating
the vision into practical results in the way of
connecting the long needed and much sought
for lateral connecting the Pacific Highway

with the Coast
Route, into a reality.
At the time opera-
tions were started
on this road there
was a company of
approximately 120
San Quentin con-
victs employed.

Equipment being
limited and having
only one 1^-yard gas
shovel, it was
decided to handle
this moving of mate-
rial, which in most
places consists of decomposed granite, by a
less expensive method than by hand.

The method decided upon was by tunneling
and trapping, the method being sometimes
known as by Swede tunnel ; therefore, tunnels
were constructed in the manner used by
miners, namely timbering with lagging and
caps, a trap being placed in the roof of the
tunnel, through which the muck was run into
Swede cars, which were pushed and dumped
by man power, a track having been placed
from within the tunnel to the end of the fill
to be made. See illustration No. 1. Very grati-
fying results were obtained by this method.
Where the grades were steeper and the hauls
longer, a horse was used for propelling the
ears.

Illustration No. 2 shows a cut being put
through by this method, and shows where the
muck has slid down to the top of the trap,
which it readily does, especially in dry
weather, when it runs like sugar. The material
is loosened with very light shots, to avoid pos-
sible damage to the tunnel, and also bringing
down too much material at one time.

Illustration No. 3 shows the men at work
pulling down material and keeping it running
to the trap ; sloping is done at the same time.

Illustration No. 4 shows a cut, half of which
has been removed by the trap method, the
tunnel timbers and trap from this work hav-
ing been salvaged for use in a tunnel which
is being driven in from the opposite end of
this cut. When the work from the opposite
end meets the work shown in the picture, the
cut will be complete except for a small amount
of clean up work, which will be handled with
a power shovel. Generally speaking, the
slopes will be completed to within approxi-
mately 15 feet of grade, and this material near
the bottom of the cut, that has to be handled
with a shovel, only amounts to from three to
nine yards per foot.

Following are some interesting facts relative
to the tunneling and trapping methods, which
will show the relative cost of operations per
cubic yard of material moved, which covers
the cutting and handling of lagging and
timbers, cost of driving tunnel, and cost of

<9'-o"_

Mill .^wi-rrrf

-rf^°-99'''^

X\\ \ \ s"^ &"Gcz^. W^vL

"l

"0 w

'OE

S'^G" Spac^

-^-o*

.^-a'

>Sf</e /T/g va^ fory

CAfJFORXIA HIGHWAYS AND PUBLIC WORKS

21

Views illustrating methods of procedure.

traiiping- operations for one of the cuts put
through on this job.

The tunneling and trapping system was first
inaugurated about March 1, 1928, and there
have been about four crews of approximately
nine men to the crew at this work since that
date, with an average of about 12i cubic yards
per man-day.

The quantity of powder used in connection
with this operation averages about one-quarter
pound to the cubic yard of material.

Cutting and Handling of Lagging and Timbers, 129.5
Lineal Feet Tunnel.

Free labor

Convict labor $92.40

Equipment

Gas and oil

]\raterial

Total cost $92.40

Unit cost $0,713

Driving Tunnel 129.5 Lineal Feet.

Free labor $25.63

Convict labor 189.00

Equipment 16.50

Gas and oil 1.65

Material 36.68

Total cost $269.46

Unit co.st $2.08

Total cost of driving- tunnel per lineal foot $2,793

Trapping 13.620 Cubic Yards.

Free labor $325.12

Convict labor 2.281.67

Equipment 28.86

Gas and oil 15.34

Material 567.76

Total co.st $3,218.75

Unit cost $0.2628

Actual cost $0.2628

Overhead 0.058

Inventory 0.015

Distributable 0.045

Total co.st (per cubic yard) $0.3808

Los Angeles, Cal.,
October 15, 1928.

California Highway Commission,
Sacramento, Cal.

Gentlemen:

In the maze of complaints which you get from
all over the state regarding conditions, from
taxpayers who are self-constituted advisers, it
must be a delightful experience to have an
epistle which commends a policy or an employee.

And so I am writing you to call your atten-
tion to a service given me, outside of his official
duties, by your superintendent of maintenance
at Crescent City, Mr. N. Underwood.

Some time last summer, while on a trip from
Crescent City to Grants Pass, we left a child's
silver drinking cup at one of the service stations
near the Oregon mountains.

We did not discover the loss until some time
later at a distance removed from the place to
make it impracticable to return for it. On my
return to Los Angeles I wrote the Oregon High-
way Commission asking their good offices in the
cup's recovery, thinking the loss had occurred
in the state of Oregon, and they kindly for-
warded the letter to Mr. Underwood.

Yesterday's mail brought the cup and a letter
from Mr. Underwood, which I am acknowledg-
ing.

I could not let the occasion pass, however,
without writing you a letter also calling your
attention to Mr. Underwood's kindness. I am
sure you have not made a mistake in having a
man of his thoughtfulness in charge of the
maintenance work of the district.

Sincerely yours,

2340 Prosser Ave.,
Brentwood Heights Sta.,
Los Angeles, Cal.

ROY A. McMillan.

WYOMING — In estimating annual state road main-
tenance requirements fifteen dollars a mile is assigned
for cleaning culverts, based on an average of ten
culverts to the mile.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

To Save Trees-Shrubs
Along State Roadsides

No unnecessaiy cutting of trees and shrubs
along the state highway system.

This is the edict that has been issued to
highway forces generally by B. B. ]\Ieek,
Director of the Department of Public Works,
and C. H. Purcell, State Highway Engineer.

The instructions against unnecessary and
promiscuous cutting of shrubs and trees are a
part of the campaign inaugurated by Director
Meek, to preserve the natural beauty of high-
May borders, which he declares is equally as
important as making the highways beautiful.

The "Keep the Highways Beautiful" in-
structions issued by State Highway Engineer
Purcell to all district engineers follow :

The following measuros are set forth for your
guidance and close observance, not only as an aid in
improving the appearance of our roadsides, but the
preservation of their natural beauty as well:

1. In daylighting the road, brush or trees shall
not be cut on the upper side of the road where the
cut bank itself prevents visibility. Exception is made
to locations of heavy rainfall where accompanying
winds might dislodge trees, causing damage to road-
way or hazard to traffic.

2. Trees on the lower side of road shall be cut only
when iiruning will not give the desired visibility.
Undergrowth, interfering with visibility, should be
removed, the e.xtent of this removal to be limited to
a minimum.

8. All tree and brush cutting to be done in the late
fall or during the period of least traffic, and the slash
burned in time to allow new growth to come up the
following spring, covering both the scars of cutting
and site of burning.

t. When necessary to cut a tree, the cut should
be made flush with the ground. Existing stumps,
except redwood and others of large diameter, should
be treated in a similar manner.

5. Ferns, flowers and moss growth on the cut
bank and along the highway, except where they pre-
sent a distinct fire hazard ai-e to be disturbed as little
as possible.

0. Trees, shrubs, and where conditions and facilities
I)ermit, wild flowers, common to the locality, shall be
planted along the fence enclosure of each highway
maintenance station as an illustration of the state's
desire for beautifying the highways.

7. The trimming and pruning of trees and brush
in each district shall be laid out and supervised by
a responsible man, instructed to the work in hand by
the headquarters arboriculturist.

8. That as soon as practical a section, representing
average conditions, one mile or less in length, shall
be .selected in each district and treated as outlined
above. On completion, this section to be reviewed as
an object lesson by the various maintenance foremen
in that district.

9. Where a distinct fire menace exists, the traveled
way, to a point on the out bank two feet above the
gutter line, should be cleared of all dry vegetation.

N 0(1(1 side Clean-up

Cam paign Progressing

Progress is i-eported in the clean-up and
beautify the roadsides campaign, launched
under the leadership of the Automobile Club
of Southern California some months ago. This
response from the various communities indi-
cates that a decided improvement will be
noted in the coming montlis by tourists and
motorists generally.

In some communities the definite job of
removing untenanted, dilapidated shacks, old
signs, dead trees, dumps, and similar wayside
disfigurements has been placed in the hands
of civic organization committees. Chambers
of commerce are realizing their responsibilities
and planning programs that not only will
clean up the roadsides but keep them clean.

It is noted as the campaign progresses that
in many in.stances the municipal government
itself is responsible for ]iermitting city dumps,
automobile graveyards and similar eyesores to
exist. In other communities ordinances are
being especially framed, to improve the situ-
ation.

Service clubs are aiding in the campaign
and motorists generally are urged to do their
bit by keeping the roadsides free from litter
and refuse.

Trees Along St((fe

Higleivay are Saved

[From the Rid Bluff Times.'l

Only one tree shading the east side highway will be
cut down, according to word received here yesterday
by Elmer Stump, resident engineer for the California
State Highway Commission.

Removal of several fine trees that border the road
had been asked by certain interests, but public
opinion expressed to the Commission prevented the act.
The tree in question stands about five miles north of
Los Molinos, and is considered too close to the high-
way, already forcing up the pavement.

Other trees within six feet of the highway are to
be posted with flashing red signs.

MICIIKtAN — Electric lights now aid night motor-
ists on 375 miles of highways outside of cities and
towns, it is reported.

ILTvIXOIS — Among the state paving and bridge
contracts let during .Tune ;ind .July are fifteen at more
than .^lijO.OOO each, the 1,-irgest being for $344,000.

CIvEVELAND — A regional highway plan anticipat-
ing a traffic growth of 73 per cent in ten years
has been prepared. It includes 125 miles of new and
4(>S miles of reconstructed routes, 55 grade elimina-
tions and IS bridge i)ro.iects. The cost is estimated at
$63,000,000.

VAIJ FORMA UK! II WAYS AND PUBLIC WORKS

23

State Highway Officials of Nation

Express Views on Highway Policies

CALIFORNIA was represented this year
at the National Association of State
Highway Officials, hekl in Chicago in
November, by C. H. Purcell, State Highway
Engineer; C. S. Pope, Construction Engineer,
and T. E. Stanton, ^Materials and Research
Engineer, all of the Division of Highways,
Department of Public Works.

The discussions covered a wide range of
subjects pertaining to state highway policies
and affairs. The conclusions of the associa-
tion were embodied in a series of resolutions
printed below and dealing with the following
subjects :

Toll bridge legislation ;

Regulation of motor buses and trucks ;

Road funds for national parks ;

Concentration of federal funds on federal-
aid system ;

Federal funds for roads through federal
lands ;

Advertising signs on highways ;

Cooperation from states in geological sur-
veys.

A resolution eulogizing the memory of A. B.
Fletcher, former State Highway Engineer of
California, was also passed.

]\Ir. Purcell was selected as a member of
the Executive Committee of the association.

Following the conclusion of the session of
the convention, Mr. Pope and Mr. Stanton
spent some time in the east, studying high-
way development in various states there.

TEXT OF RESOLUTION

The following resolutions were adopted :
Needed Toll Bridge Legislation.

Whereas, Private financial interest-^ are underiak-
ing to commercialize and exploit the traffic on the
roads of the state and federal aid highway sy.stenis by
the construction and operation of toll bridges at points
where traffic is concentrated a.s a result of the vast
expenditure of public funds on the construction of these
free highways, and

Whereas, These interests in order to "further their
ow'n schemes have actively opposed construction and
financing bridge programs of properly constituted pub-
lic authorities ; now, therefore, be it

Resolred. That the American As.sociation of State
Highway Officials in convention assembled at Chi-
cago. Illinois, on November 14, 192S, is unalterably
opposed to privately owned and controlled toll bridges
on the state and federal aid systems of highways,
but is not opposed to publicly constructed, owned and
operated toll bridges where adequate public funds are
not available for the immediate construction of the
free bridges needed to complete the interstate and
intrastate highway systems as planned ; and be it
further

ResoUed. That this association recommend a thor-
ough investigation of the entire toll bridge situation by

the Committee of Congress handling federal highway
legislation to the end that suitable remedial legislation
may be promptly enacted ; and be it further

Resolvfd, That this Association recommend to the
Committee on Interstate and Foreign Commerce of
the Congress of the United States that it withhold
its approval of any measure authorizing or consenting
to the construction of a privately owned toll bridge
on the state or federal aid highway systems unless
after a thorough investigation the committee has
determined that there is a lack of financial resources
or intention of the proper political subdivisions to
finance and construct a free or publicly owned toll
bridge ; and be it further

Resolved, That this association recommends that
there be included in every congressional authorization
or consent for the construction of privately owned
toll bridge on the state or federal aid highway sys-
tems, a provision that the bridge wlien completed
may be acquired Ijy the public at any time by the
payment of an amount not greater than its original
cost, less reasonable depreciation due to use and the
cost of replacement of faulty construction and design.

Regulation of Motor Buses and Trucks.

"Whereas, The use of the highways of the United
States for commercial motor bus and truck interstate
traffic is rapidly increasing, and

W^hereas, No definite national policy has been
adopted providing for the regulation of such inter-
state traffic over such highways.

Therefore We Recommend, That authority to dele-
gate interstate highway traffic be vested In the states
with such national legislation as may be enacted pro-
viding for the central government as arbitrator of
disputes that may arise between the states.

We Further Recommend. That before any legis-
lation is enacted by congress that a thorough investi-
gation be made of all modes of interstate traffic by
state and federal agencies already established.

Increased Federal Funds.

Whereas, That rate of progress of construction of
federal aid highways is not keeping pace with the
increase of motor vehicle traffic, and

Whereas, There is an economic necessity for mak-
ing greater progress in the bulding of the federal aid
highway system ; therefore, be it

Resolved, That we urge the congress to increase
the federal aid highway appropriation to $100,000,000
for each of the fiscal years 1930 and 1931 and that the
appropriation for forest roads be increased to $10,000,-
000 annually in order to make possible the early
completion of the entire system.

Road Funds for National Parks.

"Whereas, The completion of arterial highways
through national parks and monuments is of prime
importance ; now, therefore, be it

Resolved. That the association go on record as
favoring the continuation of federal appropriations
of $5,000,000 per year for construction, reconstruction
and improvement of roads and trails in national parks
and national monuments until modern, high standard
roads and adequate trail systems are provided therein.

Concentration of Federal Funds on Federal Aid System.

"SVhereas, There is an effort now being made to
increase the mileage of the federal aid system of
highwavs, and

"^^hereas. The records show that less than 47 per
cent of the mileage of the federal aid system is sur-
faced with gravel or a higher type ; therefore, be it

Resolved, That this association recommend that the
federal funds be concentrated on the present federal
aid system.

Federal Funds for Roads Through Federal Lands.

"Whereas, The progress being made in the construc-
tion of the United States forest highway system and

24

CALIFOHMA HIGHWAYS AND PUBLIC WORKS

the roads across other unappropriated public lands in
the various states is lagging behind that being accom-
plished on other portions of the federal aid highway
systems in such states ; and

Whereas, The complete improvement of said United
States forest highway system and tlie roads across
■other unappropriated public lands, many sections of
which are important interstate transcontinental links
would not be accomplished under present appropria-
tions until many years after the completion of the
balance of the federal aid highway systems in such
states ; and

Whereas, A resolution was passed at Denver,
Colorado, by this association in 1927 calling the atten-
tion of congress to the above conditions and urging that
increased monies be appropriated by congress to the
end that the completion of the United States forest
highway system and roads across other unappropriated
public iands might be accomplished at approximately
the same time as the balance of the federal aid high-
A\ay systems in such states and result in a continuous
improved system of highways with no weak links, and

Whereas, Pursviant to the above resolution, legis-
lation was introduced in the congress to carry out
tliese purposes ; and

Whereas. Said legislation known as the Colton-
Oddie bill passed both the Senate and the House but
failed of complete enactment : and

Whereas. The comparative rates of progress being
made on the two systems are as they were in 1927 and
the aijpropriations are the saine as heretofore ; there-
fore, be it

Rrsolred. That this association affirm our support
of the principles incorporated in the Colton-Oddie
Villi and urge its enactment into law.

Advertising Signs on Highways.

^^'HEREAS, Advertising signs along highways not
only destroy the scenic beauty but create as well a
serious traffic hazard by distracting the attention of
drivers : therefore, be it

Besolved. That we reaffirm the position previously
taken by this association against the encroachment
of advertising signs and that in the interest of safety
and promotion of scenic beauy we urge the several
states which have not already done so to bar all
advertising signs from the highways and vicinity
thereof by legislation prohibiting such advertising
signs wthin a distance of at least 500 feet (500') of
the rights of way of all highways.

States Should Cooperate in Geological Surveys.

Whereas, The United States Geological Survey has
an appropriation enabling it to make topographical
surveys for states which will share equally in the
cost ; and

Whereas, Such surveys would be of great value to
the public in general and to the several state depart-
ments, including the highway departments.

^^'E Therefore Recommend, That the states avail
themselves of this cooperation of the federal govern-
ment, so that these surveys may be completed as early
as possible, and

We Further Urge. That the federal government
complete the topographical surveys of the public lands
at its own expense.

In Memory of Austin B. Fletcher.

Whereas, Austin B. Fletcher, one of the charter
members of the American Association of State High-
wav Officials passed away at Washington, D. C, on
March 9, 19 28, and

Whereas, Mr. Fletcher was one of the notable high-
way engineers of the United States, embodying in
himself both the high ideals of his profession and its
outstanding service to state and nation ; therefore,
be it

Resolved, That the American Association of State
Highway Officials extend to the relatives of Mr.
Fletcher in their great sorrow the heartfelt sympathy
of its members ; and expression be given to the sor-
row tliat the members of this association feel in the
loss of a personal friend and a most honored and able
member of their profession ; be it further

Resolved, That a copy of this resolution be spread
upon the minutes of the association as a lasting tribute
both to a life well lived and to a career, a monument
to which are better highways the nation over.

STATE CREW PRAISED

FOR FIRE FIGHT

(Continued from page 18.)

The trees were pine trees, Sta. 8.37-|-00,
Sec. D; oak, Sta. 18+50, Sec. F; oak, 28+00;
oak, 136+00; oak, 143+00; oak, 133+00;
oak, 184+00; oak, 188+00. In several eases
we cut underbrush from the tree and kept
the fire from getting started in a tree,
or baclc-fired from a clump of trees. There
were several that first had a burning limb,
that we cut off or used the force pump
and did not take much time. But the above
trees would have burned down to the ground.
The boys all put up a good fight, and the
district ranger was very much pleased with
the results obtained, thanked us for use of
equipment and men for crew leaders.

Two of our employees tried to be as stub-
born as the fire while the cabins were on fire
in Pine Valley, and they had to be carried out.
A bucket of water and plenty of fresh air
brought them out in short order.

WASIIIN(iTON. D. C— The streets and boulevards
of the National Capital are lined with 105,123 well
kept shade trees, a census shows. A recent appro-
l)riatif)n will add .3.500 more.

THE ROAD HOG.

There is a creature that is allowed to run loose
on the highways of every state, who has probably
been the cause of more objurgation on the part of
motorists than any other one thing in Motordom.
It thinks that the United States Government, the
State Highway Commission and all other road-building
agencies have expended millions of dollars to construct
highways for its own personal use. This creature is
known as the Road Hog. It has the human form
but none of the characteristics usually attributed to
those above the lower animals.

It travels along the middle of the highway usually
in a heavy car but sometimes in a car not so heavy
and nothing short of fear of hurt to its own thick
hide will cause it to give the proper share of the road
to others.

It has been known to go to a headlight adjusting
station, have the lights on its car properly adjusted,
receive a certificate for his protection and then deliber-
ately change the focus and tilt of the lights so that
they will blind an oncoming motorist and force him off
the road.

If traveling towards you it will try to bluff you into
giving way for him and if you are overtaking it, no
amount of honking on your part will cause it to get
over one iota.

.Just a word of warning. Sometimes particularly
on a narrow road, you think the other fellow is hogging
when you are doing it unconsciously. This is par-
ticularly apt to be so if you arc driving a car to which
you are not accustomed. A slight change in the ele-
vation of your eyes or of the contour of the road
is very apt to cause you to misjudge your distance
from the right hand edge of the road. Be sure to
keep well over to your own side of the road in
passing.

— Berkeley Traffic Safety Commission.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

25

IMPROVED HIGHWAYS AID DE-
VELOPMENT AT LAKE TAHOE

(Contiiuied from page 9.)

vai-atioii months of Juno, July and August. As a
rooroational road throush a scenic area the location
and construction call for a sacrifice of some of the
ougineerinj; iirincii)les used on a high-i)o\vered com-
mercial road in order to protect and display the
scenic beauties of the country traversed. It is neces-
sary, however, to adhere to those principles of loca-
tion and construction that afLect the safety of the
road, for experience indicates clearly that even through
a scenic country a fair per cent of the traffic moves at
high Sliced. While it may become desirable or neces-
sary to restrict by law the speed of traffic in the
recreational areas, it will never be wise to let down
on the standards by which safety is built into the
roads. Howover. the necessity of saving distance, or
of eliminating unnecessary rise and fall is not so
important : therefore, the locator may exercise con-
siderable latitude in laying out the road to take
advantage of strategic points where the most mag-
nificent views will be available to the traveler. In
general in the Lake Tahoe area the principal restric-
tion to getting the best to be had from a scenic point
of view is the fact that private ownership makes any
movement of the road from the position of the rather
meandering route of the old road a difficult problem.
An unfortunate event in the history of Lake Tahoe
has been the acquisition of all of the land fronting
on the lake by private owners, and the designation
by these owners of the location of the road across
their property as most suited their convenience. The
result was a rather haphazard road, from which
departures could be made to a limited extent only.
By retaining the old locations of the road at the
strategic places such as along the lake front, or where
the best views could be obtained and modifying the
intervening location as much as practicable, a road
has been secured that will present to the traveler
beautiful vistas of the lake through the trees, close-up
views along the beach, and magnificent panoramas
of lake and mountain from the higher elevations.
Easy curves through wooded areas have been used in
preference to tangents, and the display of a straight
gash through the forest has been avoided. Wide road-
side areas are being provided for parking where the
best views are to be obtained. All standing or fallen
dead timber and brush is being removed from the
SO-foot right of way and burned. Cutting of live
trees is restricted to the area needed for roadway.
The effect of this preservation of timber and road-
side clean-up in added attractiveness is remarkable,
for new vegetation springs up that could not thrive
before, and the roadsides present the appearance of a
beautiful natural park.

The character of work done to date in this area
will be continued until all of the highway around the
lake is completed. The next units for improvement
will undoubtedly be a 5-mile section from the Meyers-
McKinney road to the state line at Lakeside, and a
section of about 1.5 miles at the head of Emerald
Bay. This latter unit will constitute one of the most
scenic roads in California overlooking, as it does,
Emerald Bay and Lake Tahoe with a background of
Mt. Tallac and other rugged peaks.

The people of California have been given a demon-
stration of how traffic service can be improved by new
construction and by better maintenance. They have
responded with an increase in traffic that calls for a
contimuatioia of the construction and for constant

vigilance on the unimproved roads to equal or better
the standard of maintenance that has been set. It
is the aim of the employees of the Division of High-
ways to see that they are not disappointed.

HOW HIGHWAY BRIDGES ARE
INSPECTED

(Continued from page 5.)

in.spected while beings made. Tlien pieces of
steel from each unit of manufacture are given
a physical and chemical test. When the steel
is fabricated, or put together to form parts of
the truss, it is again inspected to see that
proper sizes and length of materials are used.
Before shipment the steel is given a shop coat
of paint prior to the two additional coats
which are applied in the field after erection.
This paint is subjected to a chemical test
before application and the application closely
watched to insure that no dirty or rusty steel
is covered and to see that all parts are
thoroughly painted to guard as much as possi-
ble against the ravages of rust. The steel
as assembled is then weighed in the presence
of the inspector before shipment. Payment
is based upon these weights. Then, when the
steel arrives at the birdge site the erection is
inspected to see that it is properly built in
place. When riveted, each rivet is tested after
being driven to see that it is tight that it may
function properly as designed. Great care
is then taken to see that the steel work is
properly painted for in this case when you
save the surface you save all.

CONCRETE TESTED

Concrete is similarly tested except that con-
crete differs from steel in that it is manu-
factured on the job. The cement is tested at
the cement mill before it is allowed to be
shipped to the bridge site. The aggregate is
inspected and tested for strength and grading.
Proper proportions to be used are determined
by the engineer in the field. The water that
is used is subjected to a chemical test and the
amount used in the concrete is inspected. The
mixing and placing of the concrete is then
inspected by the engineer.

All the other materials are likewise inspec-
ted and tested — timber, piling, reinforcing
steel, bronze expansion plates, machinery,
electrical apparatus, etc.

The intent of the foregoing is to describe in
a general way the 'Svhat and why" of bridge
inspection. Necessity and sufficient funds
are prerequisite to a bridge ; plans and specifi-
cations follow. Competent bridge inspection
then insures efficient and economical bridges
and for existing structures insures safety for
the traveling public.

2»:;

CALIFORXIA HIOHWAYIS AXD PUBLIC WORKS

CAllfORNIA HIGHWAYS AND PUBUC WORKS

Official journal of the Division of Highways of the
Department of Public Works, State of California ;
published for the information of the members of the
department and the citizens of California.

Editors of newspapers and others are privileged to
use matter contained herein. Cuts will be gladly loaned
upon request.

B. B. Mbek__ Director

George C. Mansfield Editor

Address communications to California Highways and
Public Works, P. O. Box 1103, Sacramento, California.

y<<]. t;

XOVEMBER-DECEMBER, 1928 Nos. 11-12

DIVISION OF HIGHWAYS

DEPARTMENT OF PUBLIC WORKS

STATE OF CALIFORNIA

C. C. YOUNG, Governor

B. B. MEEK, Director, Department of Public Works

CORNING DE SAULES, Deputy Director, Department

of Public Works
C. C. CARLETON, Chief of Division of Contracts and

Rights of Way
GEORGE C. MANSFIELD, Editor, California High-

ways and Public AVorks

CALIFORNIA HIGHWAY COMMISSION

RALPH W. BULL, Chairman, Eureka

J. P. BAUMGARTNER, Commissioner, Santa Ana

M. B. HARRIS, Commissioner, Patterson Bldg., Fresno

JOSEPH M. SCHENCK, Commissioner, c/o United
Artists Studio, Santa Monica Blvd., Los Angeles

FRED S. MOODY, Commissioner, 640 Kohl Bldg.,
San Francisco

C. H. PURCELL, State Highway Engineer, Sacramento

HARRY A. ENCELL, Attorney, San Francisco
E. FORREST MITCHELL, Secretary

HEADQUARTERS STAFF, SACRAMENTO

G. T. McCOY, Administrative Assistant

L. V. CAMPBELL, Office Engineer

T. E. STANTON, Materials and Research Engineer

FRED J. GRUMM, Engineer of Surveys and Plans

C. S. POPE, Construction Engineer

T. H. DENNIS, Maintenance Engineer

CHAS. E. ANDREW, Bridge Engineer

R. H. STALNAKER, Equipment Engineer

E. R. HIGGINS, Chief Accountant

DISTRICT ENGINEERS
CHARLES H. WHITMORE, District I, Eureka

H. S. COMLY, District II, Redding
F. W. HASELWOOD, District III, Sacramento

J. H. SKEGGS, District IV, San Francisco
L. H. GIBSON, District V, San Luis Obispo

E. E. WALLACE, District VI, Fresno

S. V. CORTELYOU, District VII, Los Angeles

E. Q. SULLIVAN, District VIII, San Bernardino

F. G. SOMNER, District IX, Bishop

R. E. PIERCE, District X, Sacramento

Would Adorn State
Roads With Outside

Christmas Trees

The cover for this issue of California
Highways and Public Works features the
movement for OUTDOOR CHRISTMAS
TREES which is sweeping- California. Not
only are there outdoor trees being urged for
homes, but each community is being asked to
have a Christmas tree, properly decorated
somewhere along the state highway that serves
that particular city.

It is urged that these outside Christmas
trees will not only radiate the cheer of the
holiday season, but Avill also advertise to the
world California's salubrious Christmas
climate.

The drawing for the cover was made by
E. M. Muse of the Division of Highwavs.

Select Model Areas
For Roadside

Beaut ification

The Maintenance Department of the Divi-
sion of Highways is now conducting a survey
of state highway roadsides upon which to
base a "clearing and cleaning up" program
for the coming year.

Ill each of the ten highway districts of the
state, a portion of road is being selected to
serve as a model section for roadside beautifi-
cation. These sections will be planted with
trees and shrubs suitable for each locality,
and having regard both to soil and climatic
conditions that prevail there. It is thought
that these sections will serve as typical
examples and guides of proper and practical
methods to follow in roadside betterment and
beautification, and will benefit both the high-
way organization and county and community
organizations.

STOP, LOOK, LISTEN

lie heard the toot, but tried to .scoot

And beat the choo-choo to it.
The iinoi- galoot now twangs a lute ;

T;ike heed tliat you don't do it.

— Georgia Tlujlnrays.

General Headquarters, Third Floor, Highway Building,
Eleventh and P Streets, Sacramento, California

NEBRASKA has built 324G miles of gravel high-
ways in the past four years. Their annual main-
tenance cost has averaged .$405 per mile. On twenty-
two of the most heavily traveled routes this figure is
$570, not including major repairs and resurfacing.
Cost of I'esiirfacing lias averaged $873 per mile.

CA LI FORM A HIGHWAYS AND PUBLIC WORKS

27

U, S. May Lend
Road Engineers to

Neighbor Nations

The Pan Amorican Union has oxpressod hope for
the enactment of a bill which will coino before the
TJ. S. Senate during the next ses.sion and which woidd
authorize the President to detail engineers from the
Bureau of Roads to assist I^atin-American govern-
ments in highway matters.

This bill, which was introduced by Senator Oddie
of Nevada, was considered by the Senate Committee
on Post Offices and Post Roads during the last session
and was reported to the senate with the committee's
approval. It retains its parliamentary status on the
legislative calendar and will come up for consideration
at the next session.

DR. ROWE SUPPORTS BILL

A letter from Dr. L. S. Rowe, Director General of
the Pan American Union, addressed to Senator Oddie,
expresses the hope of the Union for favorable action
on this bill as follows in full text :

"I understand that the measure providing for the
appointment of highway engineers for service in those
Latin-American countries that may request the assist-
ance of such engineers will shortly come before the
committee.

"I hope that this measure will receive the favorable
consideration of the committee and that it will also
receive the approval of congress. The Pan American
movement rests on the basis of mutual helpfulness and
cooperation between the Republics of the American con-
tinent and on the principle of having the benefit of the
experience of each placed at the disposal of all the
Republics. I feel that the adoption of this measure
will constitute a real service to the cause of Pan
Americanism, inasmuch as it will place at the disposi-
tion of all the other Republics the experience of the
highway engineers of the United States."

COMMITTEE EXPLAINS BILL

The senate committee's report recommending enact-
ment of the bill explains the purposes of the measure
and cites a statement of President Coolidge in his
last annual message to congress as favoring such legis-
lation. That part of the report follows in full text :

This bill would authorize the President of the United
States, upon application from the foreign governments
concerned and whenever in his discretion the public
interest renders such a course advisable, to detail
engineers of the Bureau of Public Roads of the Depart-
ment of Agriculture to assist the governments of the
Republics of North America, Central America and
South America and of the Republics of Cuba. Haiti
and Santo Domingo in highway matters.

The pi'esent law provides that the President may
detail officers of the United States Army. Navy and
Marine Corps to assist the Latin-American Republics
in military and naval matters. This bill is drawn with
the exact wording and authorization as that with
respect to officers of the Army and Navy. ( See
senate hearings before Committee on Post Offices and
Post Roads, March .30 and 31, 1928, pp. 4-9.)

The President in his message to congress on Decem-
ber 6. 1927, called the attention of the congi-ess to the
situation and to the advisability of authorizing him
to have the same power with reference to engineers
in highway matters as he possesses with respect to the

CALIFORNIA CONTRIBUTION

TO HIGHWAY BUILDING

LAUDED BY U. S.

ENGINEER

(Continued from page 13.)

The maintenance cost is not yet completely
known, but it is not expected to exceed the
cost of maintenance by other less effective
methods. It will consist in patching and pos-
sibly reworking some sections that are either
too lean or too fat.

There is no reason that the new oil process-
ing can not be applied to new construction as
well as existing older roads. It will be neces-
sary to have the lower layer thoroughly com-
pacted by travel, say for a depth of four or
five inches. AVith a minimum amount of
scarifying, the top layer of fine material may
then be processed.

Whether or not the oil-processed top can
take the place of good penetration macadam
remains to be seen. The best penetration
macadam or bituminous macadam, six inches
thick, can now be built in the west at a cost
of from $1 to $1.25 per square yard. The
bureau is doing fifty-three miles for which
the average cost for six inches in $1.20, and is
regarded as high due to scarcity of surfacing
stone and high freight.

The oil-processed roads complete with a
processed top of two inches, on a four-inch
compacted base, will cost about 84 cents per
square yard, with comparable prices for stone.
With an apparent difference of from 25 to
40 cents per square yard in the cost of the
two types, the item of relative maintenance
costs becomes important.

Nevertheless the oil-processed top has ar-
rived in point of time and is going to stop
forthwith a great annual loss on many miles
of fine crushed roads in the west.

officers of the Army and Navy. The President's
message relating to this matter contains the following :
"While the advantage of having good roads is very
large, the desire for improved highways is not limited
to our own country. It should and does include all
the Western Hemisphere. The principal points in
Canada are already accessible. We ought to lend our
encouragement in any way we can for more good
roads to all the principal points in this hemisphere
south of the Rio Grande. It has been our practice to
supply these countries with military and naval
ad\asers, when they have requested it, to assist them
in national defense. The arts of peace are even more
important to them and to us. Authority should be
given by law to provide them, at their request, with
engineering advisers for the construction of roads
and bridges."

28

CALIFORyiA HIGHWAYS AND PUBLIC WORKS

REDUCING ACCIDENTS ON

STATE HIGHWAYS

(Continued from page 11.)

locally "in and out diehes," indicating that a vehicle
can drive in the ditch in case of necessity and still
come out without accident.

PAVEMENTS

Engineers have recognized the value of wider pave-
ments for the purix)se of eliminating accidents. It is
now almost universal practice to super-elevate and
widen all curves and this has been recognized as
an important contribution to highway safety. There
is no reference made to different types of surfaces in
connection with highway safety.

LEGISLATION

In some of the states elaborate measures have been
passed or are being passed by legislatures for the pur-
pose of regulating traffic and pedestrians and to assist
in the prevention of highway accidents.

LICENSING DRIVERS

One detail of legislation referred to by many of the
states is that of licensing drivers of vehicles after
passing examinations showing they are able to drive
such vehicles. The examination would require knowl-
edge of the rules for the use of the highways, speed
limits, as well as the ability to satisfactorily operate
an automobile.

SPEED LIMITS

Speed limits vary widely in the different states,
ranging from practically a limitless speed to 15 or
120 miles per hour.

TRAFFIC PATROL

Traffic patrol systems have been adopted by many
states, and are advocated by many others.

ENFORCEMENT

In certain states we find that the prescribed legis-
lative traffic regulations are enforced, while others do
not take them seriously.

A few of the states have referred to the enforce-
ment program which will take place following the
('ducational campaign. They feel that the highway
commissions should first construct the roads in a
manner that will remove from the highways the maxi-
mum number of hazards. The user of the highway
should then be regulated in such manner as to
guarantee safe passage for himself and other users
of the highway when the proper legislative require-
ments are respected.

EDUCATIONAL WORK

Several states have actually commenced educational
campaigns for the purpose of instructing drivers and
licdcstrians how best to use the roadways and have the
ii-ast number of accidents. In some of the states
elaborate educational campaigns are being carried on.

Roadside Planting
To Improve

Main Highways

The act, passed at the last session of congress,
which permits the federal government to pay half the
cost of wayside planting along federal-aid highways,
will give considerable impetus to the movement long
fostered by women's clubs and other social organiza-
tions, and its effect will quickly be evident in an
improvement of the appearance of the main interstate
roads, according to the Bureau of Public Roads of the
United States Department of Agriculture.

Latest available figures show that 25 states have no
laws governing tree and shrub planting along high-
ways. A few of the remaining 23 have good laws, but
the majority have indifferent ones.

The Massachusetts Department of Public Works,
and the highway and forestry departments of other
states, have already demonstrated how much can be
done at small cost to beautfy the roadsides by judicious
planting of native trees, shrubs, and perennial flowers.

The Massachusetts Department is empowered by law
to make roadside improvements, the work including
such planting, replacements, and care as may be neces-
sary. When a road is laid out as a state highway,
it is generally made sufficiently wide to provide an area
on each side of the traveled portion for roadside
improvement. No tree, shrub, or plant within such a
highway can be cut, removed, or new ones added
without a permit from the highway department.

The work of roadside improvement in Massachusetts
is done by the maintenance division. The cost is
included as a part of the regular maintenance expendi-
ture of the state. The state has a nursery at Palmer,
where trees and shrubs are propagated and where the
highway landscape supervisor trains men in the care
of trees and roadside beautification.

Public acquisition in all states of suitable tracts of
land along the highways for state parks, for purposes
of recreation and conservation of timber and animal
life, and the acquisition of small road-bordering strips
and plots for development of parkways and parklets,
says the bureau, would enhance considerably the ap-
pearance of the roadsides.

NEW YORK — The Westchester County park sys-
tem, which has been developed to beautify the region
and relieve traffic north of New York City, has been
provided with 140 miles of new boulevards and nearly
200 grade separations. Highway bridges have been
given notable architectural treatment.

California Leads In Increase

In Gas Consumption

California is loading all states in the Union in the
increase of gasoline consumption by motorists, accord-
ing to reports of the U. S. Department of Agriculture.
These show that during the first six months of the
present year the state showed a gain of 39,000.000
gallons in gasoline consumption by motorists, which is
approximately an 8 per cent increase over last year.
Texas ranks in second place and Ohio is third.

The revenue collected in gas tax the country over
for the first half of the year passed the $140,000,000
mark, which is some ,$39,000,000 more than collected
in gasoline taxes the first six months of last year.
Nearly every state in the Union showed a gain in
consumption.

The average tax the country over is 3.02 cents,
compared with the average of 2.55 cents during the
first six montiis of least year. Of the $140,000,000
collected all but .$5,630,000 will be used in the con-
struction and maintenance of state and local roads.

CAtJFOKXfA HIGHWAYS AXD I'UliLIC WORKS

2r»

MAKING THE HIGHWAYS

OF CALIFORNIA SAFE

(Continued from page 10.)

effectiveness and observance are placed onh-
at points of actual necessity,

ARTERIAL STOPS

While it is true tke installation of arterial
stops has in some instances perhaps been
overly ambitious, the soundness of this safety
measure is best confirmed by its general ob-
servance. Early in 1927 the Division of High-
ways undertook to interest the various
counties in these installations at important
roads intersecting the highway, as a means
of safely expediting the traffic. County
officials were advised of the roads to be signed
and provided with copies of statutes govern-
ing their adoption. The response has been
general and has done much to improve the con-
dition and safety of traffic.

PROTECTING THE SCHOOL CHILDREN

During the past year ''School Slow" signs
have been painted on the pavement either side
of all school buildings fronting our highways.
This single measure has done and will con-
tinue to do much for the protection of school
children.

GUARD RAILS

Guard rails along narrow grades and steep
embankments and at other critical points are
installed. A very strong guard rail has been
developed by our engineers, consisting of 8 by
8 inch posts and three 2 by 6 planks laminated.
These guard rails are placed securely in the
ground and are painted white. This particu-
lar design is but little more costly than other
types and has proved more effective than any
of them. In addition to this guard rail, cul-
vert ends are marked by 6 by 6 inch posts
painted white so that motorists are aware of
the usuable road width.

Furthermore we have learned that the psy-
chology of the motorist causes him to keep
away from a rail and therefore, in order for
our bridges and other drainage structures to
have the same capacity as the highway, they
must be wider than the travelable area. These
narrow bridges are responsible for numerous
accidents, as shattered glass and mutilated
bridges will testify. We are widening these
structures out just as fast as it is possible to
do so, making them a minimum of four feet
wider than the highway itself and designing
them so that when the highway is widened the
structure can again be widened. There are in
the state certain bridges with wooden decks
which in winter become frostv with conse-

(juent danger to traffic. During the past year
the surfaces of many of these bridges have
been made nonskid by the addition of coarse
rock, and the bridge decks of future construc-
tion under similar conditions will be made of
concrete.

SANDING SLIPPERY PAVEMENT

During the past year many slippery pave-
ments were sanded in the early morning hours
by highway crews. Where this condition
could be remedied by planing the surface, it
has been attended to during the past sum-
mer.

CHANGING ROAD CROWNS

The old dangerous high-crowned roads are
not permitted in modern highway construc-
tion and the sections remaining in the Cali-
fornia highway system are being rapidly
replaced by crowns so low that the crown is
not perceptible to the motorist. At the time
of construction efforts are also made to import
material so that the deep borrow pits adja-
cent to these pavements are filled or at least
graded to a very flat slope.

GRADE CROSSINGS

The elimination of railroad grade crossings
is a A'ery important and definite part of our
highway building program. Twenty-six
dangerous grade crossings have been elimi-
nated during this current biennium, and this
program will be extended during the next
biennium. In the meantime, we are, in
cooperation with the railroads and the Rail-
road Commission, liaA'ing installed improved
warning signals.

LIMITING "WIDTH OF LOADS

There are, however, certain features, the
adoption of which will do much to promote
safety on our highways. I have in mind the
limitation of the maximum width of load
which may be moved over our highways with
reference to the available width of travel way.
Under no circumstances should owerwidth
loads be permitted on important highways
which would leave less than one traffic lane
on paved or surfaced travel way available
for the public travel.

A more definite limitation should also be
placed on the lengths of loads which may be
hauled over our highways based on the grade
and alignment of the road to be traveled.

PARKING PROBLEMS

Promiscuous and unregulated parking
should also be corrected. With pavements
and travel way now being improved in excess
of 20 feet, the present law permitting parking,
provided it leaves a clear and unobstructed

30

CALIFORyiA HIGHWAYS AXD PUBLIC MOBKS

^vidth of not less than 15 feet upon the main
traveled portion of the highway, opposite
such standing vehicles, is clearly hazardous to
"traffic.

USE OF HIGHWAY ROADSIDES

Another feature adding much to the con-
fusion and hazard to traffic is the soliciting or
vending of wares along the highway roadsides.
A close runner-up for this nuisance is the
erection of sign boards along the highways
and at important road intersections Both aim
to distract the attention of the motorist and
the hazard is in direct proportion to their
success in this endeavor.

WOMEN ARE HELPING

Through the California Development Asso-
ciation, two hundred and seventy thousand
organized women of California are carrying
on a statewide program of education in an
effort to reduce accidents and deaths by auto-
mobiles, and with their splendid aid these
features will no doubt be taken care of, as
the public appreciate their importance.

All this is only a part of our program to
make our highways in California safer and the
best evidence that we are doing this is the
fact that deaths attributable to improper con-
struction are steadily being reduced.

Maps A re Prepared

Of Federal- A id Roads

The first series of uniform scale maps ever
made showing the status of improvement of
the federal-aid system of highways is com-
pleted with the exception of California and
Texas, and is ready for distribution, it has
just been stated by the Bureau of Public
Roads of the Department of Agriculture.

The statement follows in full text :

Maps of the two states will be finished in a short
time. The maps show the status of improvement of
the federal-aid highways system in each state regard-
less of whether the constriu-tion has been done with
the aid of the federal government, by state, by county
or by township. A system of symbols indicates the
type of improvement of all roads and whether the
work was done with or without the assistance of the
federal government.

The maps which are called progress maps and are
to be published periodically to register any change in
improvement of the highways, ai'e i)repared on sheets
of uniform size, some states requiring two, and are so
l)ound that they may be punched and placed in a
loose-leaf binding.

L'TAII — The longest highway tunnel in the world^ — -
more than a mile — is being constructed as part of the
new Zion-Mt. Carmel Highway in southern Utah.

Methods Discussed
To Protect Roads
Against Landslides

k S RESULT OF a study of landslides and
/\ their relation to highway building, the
^ Bureau of Public Roads, Department of
Agriculture, has concluded that preventive
measures, particularly drainage, should be
substituted for retaining structures. The
study was made in sections of West Virginia,
Ohio and southwestern Pennsylvania.

The full text of the conclusion of the report,
prepared by George E. Ladd, associate geolo-
gist, follows :

The most important conclusion resulting from the
study of slides in this district is that, generally speak-
ing, preventive measures should be substituted for
retaining structures.

Usually a certain load is unavoidable. The nature
of the detrital material is such that it is unstable
when wet, the tendency toward instability depending
on the fineness of the material and the clay content.

The normal load and nature of the material can not
generally be changed, but it is usually possible to
eliminate the third factor causing slides, namely,
water. It is not necessary to eliminate all moisture,
but the content must be kept below the critical point
at which it makes the mass unstable.

This may be done, according to the nature of the
problem, by surface protection from penetration by
rainfall, by surface drainage, or by underground drain-
age which reaches the source of seepage or flow. Side
fills and through fills can be protected from pene-
tration by rainfall where necessary.

It is also possible to isolate them from underground
water in most cases. Masses of overhanging detritus
can generally be sufficiently drained to prevent move-
ment.

Only sporadic attempts at drainage control have
been made. A case at Morgantown, W. Va., has been
described where drainage of underlying shale solved
a serious problem.

Small-size open-joint tile has been occasionally used
in soft spots in a road and French drains have been
placed beneath inside ditches. Some surface drain-
age has been undertaken for the purpose of removing
water from pockets of overhanging, old-slide detritus.

Such work, however, has been neither systematic
nor thorough. Lack of emphasis on prevention is com-
mon to most human experience and we spend money
on landslides largely after they have occurred.

It is believed that this district needs more trenching
machines, and fewer steam shovels and piles ; that
drainage will be found to be cheaper and more perma-
nent than any control method now employed, and
that it must be undertaken with knowledge of local
geological conditions.

Detrital areas, which are traversed by roads must
be studied from a geological standpoint. Water seep-
age must be traced to its source, and water volume
determined following rainfalls of varying intensity.
Test holes or other means of interior exploration will
answer this purpose.

If detrital material has been undistui'bed for a con-
siderable time, fine clay may have been washed down-
wards and accumulated below as in the formation

CAL/FON.MA HIGHWAYS AND PUBLIC WORKS

31

of subsoils. Tlunoforo. whcrt' slide luiitcrial lias boen
at rest for some time, the greater part of the under-
ftround water will be found comparatively near the
surface — that is within three to five fet>t of it.

In one ease observed after a heavy rainfall, where
a cut had been made in a thick mass of detritus, water
was escaping in almost a solid sheet, along u plane
about five feet below the top of the cut.

Before fills are placed it is vitally important to
observe whether the location is on ground which is
wet not only during but for some time after rains.
When wet spots are found, the source of the moisture
must be located.

Frequently it is in detritus on the hillside and after
a fill is placed, water enters from the side or end
contact. The use of wet materials in building a fill,
especially at or near its base, has been demonstrated
to be a dangerous practice.

A number of illustrations of sidehill failures are
presented because they constitute the most serious
phase of the slide problems in this district. Most of
them can be prevented by drainage on the inside of the
road, or, better, by drainage installed before the road
is graded.

The annual damage resulting from the slides and
subsidence is so enormous that systematic preventive
experiments and study of relative costs and perma-
nency of results is obviously justified.

It is believed that the solution of a very large
proportion of the cases which arise, and this includes
evidence of danger as well as slide movement, lies in
the direction of drainage.

Improvement Made
In Road Machinery
For Removing Snow

IMPROVEMENT in road machinery has resulted
in mai-ked progression in removing snow from
highways throughout the United States, the Bu-
reau of Public Roads announced November 5.
The full text of the Bureau's statement follows :
In 36 states, where snowfall is heavy, 111,645 miles
of main highways were cleared during the winter
of 1927-28.

TRUCK PLOWS FAVORED

Ever since the practice of removing snow from
highways began in 1921-1922, there has been a steady
improvement in machines and equipment available,
with an increased amount of equipment every year. In
the six years, the use of truck plows has grown from
184 to 3412 ; the number of tractor plows from 281 to
1275. Since both types multiplied more than eleven-
fold, and since road mileage cleared increased only
about fourfold, indications point to a greater com-
pleteness of snow removal. The use, during the past
season, of less than half the number of graders
employed in the previous year indicates that the grader
has been found less effective than the truck and tractor
plows.

In 17 of the states, all snow-removal work was done
under the supervision of the state highway depart-
ments. In 15 states, the work was done by both states
and counties or other local governments. In only
four states was the work done solely under local
control.

Suggest Zoning as
Means of Preserving
Reauty of Highway

(From the Burlinfjame Advance.)

The city of Burlingame faces a problem on the Bay-
shore Highway. The problem lies in the new road!
link's beautification and the keeping of unsightly
buildings from its borders.

The State Highway Commission has petitioned
Burlingame ofiicials to preserve the road borders for
lawns, shrubs and flowers.

And that brings the officials face to face with the
problem. As the situation stands today, the lands
adjacent to the Bayshore Highway are unrestricted.
They are not even zoned. Owners of the lots can dis-
pose of the land for any purpose, factories, residences,
hot-dog stands or anything they choose. Burlingame
has but one control over the land and that is through
a fire ordinance. This jurisdiction, according to
officials of the city is questionable.

City Treasurer Frank Bloom suggests a remedy.
This remedy is in the form of a petition signed by
many people so that it will bear weight with the
council. This petition should request the council to
immediately zone the lands immediately touching the
highway as first class business property. This zoning
will automatically bar cheap and unsightly structures.

Indications of what might be in store in the future
is the fact that already a tract of land adjoining the
shore road, is offered for industrial purposes.

One parcel of land has already been designated i-esi-
dential but not officially so. No ordinance can regu-
late the type of construction.

This is an important matter and citizens should act
upon it immediately or a beautiful bit of road may
rapidly become an avenue of advertising sign boards
and unattractive cheap buildings for commercial gain.

An honest speeder had just hit a dog and had
returned to settle his damages, if possible. He looked
at the dog a moment and addressed the man with a
gun.

"Looks as if I'd killed yer dog."'

"Certainly looks that way."

"Very valuable dog?"

"Not very."

"Will five dollars be enough?"

"Well — I guess so."

"Sorry to have broken up your hunt," said the
motorist pleasantly as he handed the owner a crisp
five-dollar bill.

"I wasn't going hunting — jest going out in the
woods to shoot the dog." — Towney Kat.

Work on tlie widening and straightening of the
Mount Baker highway, Washington, probably will be
started in the early spring. Preparations are being
made by the state highway department to ease a
number of dangerous curves and to build two new
bridges over the Nooksack River, one at Nugent's
Crossing and one at Warniek.

"Have you some of that gasoline that stoj« knock-

g?"

Service Station Attendant — "Yes."

"Then give my wife a glass."- — Los Angeles Azuride.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Progress Reports From the Counties

ALPINE COUNTY

The survey for the new route between Markleeville
and Coleville is progressing satisfactorily. Arrange-
ments have been made to have the work in District
IX handled by this District. Mr. W. B. Thompson
is chief of party.

It is planned to build a new bridge and grade
approaches across Markleeville Creek at Markleeville.
The work will be advertised so that it may be done
early next spring.

The widening of the Alpine Highway along the
famous Carson Spur is nearing completion under the
direction of Grant Merrill, Maintenance Foreman.

Widening of the present road at Kinneys Reservoir
is well under way and is under the direction of Fore-
man Merrill.

Authority has been granted for surfacing and grad-
ing between Woodfords and Markleeville, and the
work will start soon under Foreman Grant Merrill's
supervision.

AMADOR COUNTY

Location survey on the Mother Lode Highway is
being made under the direction of Chief of Party
R. J. Munro, between Amador City and Martell.

The right of way is being secured for the construc-
tion of the new location between Drytown and Amador
City. This is on the Mother Lode Highway.

Work has just started on the construction of drain-
age ditches and the placing of drain tile to adequately
protect the oil surfacing between Sacramento County
line and Central House, and also between lone and
Jackson by the maintenance forces under H. S. Clark.

The line change and improvement on the Silver Lake
grade on the Alpine Highway between Kays Resort
and Plasse's Turnout is nearing completion under the
direction of Frank Walker, Maintenance Foreman.

The oil retreatment of oil surfaced gravel between
the railroad crossing east of lone and a point 2 miles
easterly has just been completed by W. H. Martin,
Maintenance Superintendent.

BUTTE COUNTY

A contract has been awarded to L. C. and W. E.
Karsteadt to gravel surface, 20 feet by 6 inches, "the
highway between Butte Creek and Biggs road. This
work is 90 per cent cbmplete. At the same time, the
floors of Butte Creek and Cherokee Canal bridges are
being reconstructed in anticipation of heavier travel,
which the improved road surface will encourage.

Harts Mill grade, between Oroville and Berry Creek,
is being widened, and road drainage ditches are being-
built.

CALAVERAS COUNTY

Authority for construction of drainage ditches to
adequately protect the oil surfacing has been granted,
and work will start at once under the supervision of
J. H. Gates, Maintenance Foreman.

Oil retreatment on certain sections of the oil sur-
faced gravel road between the San Joaquin Countv
line and Valley Springs is about completed under the
direction of W. H. Martin, Maintenance Superintendent

Authority has just been granted for the clearing,
grubbing, grading and drainage on the Black Springs
line change. The clearing is about completed and the
work of grubbing and grading will be rushed to com-
pletion under the supervision of Foreman Gates

COLUSA COUNTY

Portions of the present highway from the westerly
county limits to Mountain House are soon to be sur-
faced by gravel. This will permit of through yearly
traffic from Williams to Clear Lake.

DEL NORTE COUNTY

The Holdener Construction Company, which has the
contract for oiling and surfacing 35 miles of the Red-
wood Highway from the Oregon line southerly have
practically completed the work, there being only a
short stretch which it will be necessary to complete
during next spring.

Protection work along portions of the road being
surfaced by tlie Holdener Construction Company is in
progress by the Bureau of Public Roads. Tem-
porary exceptions have been made in the Holdener
Construction Company work during the progress of
the Bureau of Public Roads operations.

The contract on 21 miles of the Roosevelt Highway
nortli of Crescent City for placing approximately
16,000 cubic yards of crushed rock surfacing has now
been completed.

John R. Hill, who has the contract for grading and
surfacing on the Roosevelt Highway from the Oregon
line southerly .7 mile, is now placing surfacing, and
should be completed in a short while.

The Webber Construction Company was recently
awarded a contract for placing 5000 cubic yards of
standard cru.shed rock surfacing on the newly com-
pleted state highway from Elk Valley to Smith River
Bridge on the Redwood Highway, and this work has
just recently been satisfactorily completed, and the
new roadway will be ready for use as soon as the
bridge is completed.

J. E. Johnson, contractor for the grading and sur-
facing of the highway between the Klamath River and
7 iniles northerly, has not yet completed his grading
operations, but is rushing his surfacing as fast as
possible in order to get out as much surfacing as
possible before high water in the Klamath River forces
a shutdown of the work.

Mr. Johnson's contract for the grading and surfacing
of 3.5 miles from the southerly Del Norte County line
northerly was practically completed when the winter's
storms came. The heavy storms caused considerable
damage and many large slides, and will make the
road practically impassable for a good share of the
winter, and will necessitate the contractor removing
the slides and repairing the damage before the finish-
ing work can be completed.

EL DORADO COUNTY

A 24-foot graded roadway, between Eagle Falls and
Meeks Bay, is being built under contract by G. D.
Contoules." The .sharp curves, narrow roadway, and
steep grades, now existing, will be eliminated when
this project is completed, which is expected to be
toward the end of November of this year.

Daylighting of cuts and widening of roadway have
been inade at points along the road to permit of
observation points from which travelers may enjoy the
excellent scenic views along this highway.

FRESNO COUNTY

Concrete work on the substructure of the bridge over
the San Joaquin River at Herndon is nearing comple-

CALIFORNIA 1II0HWAY8 AND PUBLIC WORKS

33

tion and Contractor Carl II. rotersoii is assembling
steel for the superstructure.

Work is being started at once on oil-mixing the road
from Coalinga to the Monterey County line on the
Sierra-to-the-Sea Highway. This road has recently
been widened and partially resurfaced by day labor.

A location party under S. A. Cobb is making a sur-
vey in the Kings River Canyon. This work is attract-
ing a great deal of attention and hearty support from
the San Joaquin Valley.

The survey party in the Kings River Canyon, under
S. A. Cobb, was caught by the first heavy snow of the
season and a relief party was necessary to bring
them out. The survey will be continued next spring.

GLENN COUNTY

Widening of tlie present roadwa.v between Logan-
dale and Willows is under way by D. McDonald. The
liighway is open for traffic as the widening is all on
the west side of the existing pavement. W. E. Shaw
is the resident engineer on this work.

HUMBOLDT COUNTY

The Engelhart Paving and Construction Company
have completed their contract for grading and sur-
facing the 6.8 miles sovitherly froin the northerly
Humboldt County line except for the placing of 3
inches of additional crushed rock surfacing over the
roadway where reinforcement was necessary.

On that portion of the highway from Orick northerly
to Russ Grove, bids were recentlj' received for placing
an additional 3 inches standard crushed rock surfac-
ing over Gi miles of the roadway. The Engelhart
Paving and Construction Company were the low
bidders on the work, and if the contract is awarded
to them, it is expected that surfacing operations will
start immediately.

W. H. Hauser has completed the construction of
2.1 miles of the Redwood Highway between Fortuna
and Fernbridge except for the placing of approxi-
mately 600 cubic yards of crushed rock surfacing. The
entire length of the contract is being used by the
traveling public.

A line improvement at the southerly approach to
the North Scotia bridge has been satisfactorily com-
pleted by Smith Brothers, and the road open to traffic.

Contractor W. C. Elsemore is placing additional
crushed rock surfacing over 1.4 miles of the Redwood
Highway in the vicinity of Pepperwood. His work
is just a little more than half complete at the end of
November.

devoted entirely to a drafting room and blueprint room
and the other given over to offices This is a muchly
needed improvement and required by the expansion of
the district organization.

The furnisliing of surfacing for 3 miles south of
Tinemaha Dam is advertised for bids to be received
at the district office on November 9th.

The portion of road from Diaz Lake to Cottonwood
Creek, l>eing the 10 miles between the two Southwest
Paving Company's contracts, is advertised for bids to
be received on November 21st. This work covers the
.grading and surfacing (oil-treated) of this section
ot road to new alignment and grade and will elimi-
nate one of the poorest sections of road between
Mojave and Bishop, so far as alignment and grade
are concerned.

KERN COUNTY

A crew has completed the survey from Mojave to
Canco on the mam highway, obtaining information for
the preparation of plans and advertising of this section
of road this year. They are now working from a point
o miles north of Ricardo to Freeman for the same
purpose.

The new road graded by state forces from the main
highway near Freeman to the Walker Pass Summit
IS now completed. To those who have traveled the
old winding one-way road, this newly graded section
will be a pleasant surprise.

The contract for grading and paving Wasco to
Famosa on Route 33 has been awarded to G. A
Graham. Construction work is now under way.

Kern County is financing a survey over the
Tehachapi from Bakersfleld to Mojave. This work will
be put under way at once.

A survey over the Tehachapi from Bakersfield to
Mojave has been started by a party under S A Cobb
This work is being financed by Kern County.'

The Valley Paving Company of Visalia has started
grading work on their contract from Famosa to Wasco
on the Cholame Lateral.

KINGS COUNTY

The California Construction Company is starting
work on widening and resurfacing from Hanford west
to the county fair grounds. J. F. Knapp has charge
for the state.

The 30 -foot pavement from Hanford west on the
Sierra-to-the-Sea lateral is nearing completion by the
California Construction Companv. J. p. Knapp is
resident engineer on this work.

INYO COUNTY

State forces have now completed oiling, or reoiling
by the road-mix method all of the road on the main
highway from the northerly county boundary to
Independence, with the exception of portions pre-
viously improved or under contract. The oiling
through the town of Independence and between there
and Alabama Gate will be completed soon.

The grading of certain line changes on the road
between Big Pine and Tinemaha Dam by state forces
has been completed and the surfacing, oil-treated, has
been recently completed by Montfort and Armstrong,
between those points.

The Alabama Gate-Diaz Lake section, which
includes the town of Lone Pine, under contract to the
Southwest Paving Company, is now shaping up and
a portion has been opened to traffic. The placing of
the crushed rock base course is about completed and
the placing of the top course is to start at once.

Work on the Olancha-Cottonwood Creek portion of
the main highway, also under contract to the South-
west Paving Company, is just started ; a ^-yard gas
shovel, trucks, etc., are at work on the grading and
the timber bridges are under way.

A new reinforced concrete bridge across the city of
Los Angeles aqueduct, near Cowan Station was
recently opened to travel eliminating a rough stretch
of the old road.

The district office at Bishop has been enlarged by
the addition of two wings. One of these wings is

LAKE COUNTY

The state, using convict labor forces, is constructing
a graded roadway between Lucerne and Abbott Mine.
W. L. McPadden is the present resident engineer.
January 1, 1929, is the estimated completion date.

Bids will be opened on November 21st of this year
for grading and surfacing with oil treated crushed
stone the highway between Lucerne and Clear Lake
Oaks. It is expected that the work will extend over
11 months.

LOS ANGELES COUNTY

Work has been completed by the Lewis Construction
Company on the grading of 1.5 miles between Arroyo
Sequit and Los Alisos Creek on the Malibu Ranch.
Premixed California type surfacing was placed by the
contractor.

A contract has been let for the reconstruction of
about seven-tenths mile of highway between the north-
erly city limits of Los Angeles and Newhall Tunnel.
The roadway, which will be constructed along a revised
alignment, will be 40 feet wide, paved with 24 feet of
bituminous macadam.

Grading and the placing of culverts are in progress
on the reconstruction of 1.4 miles of Foothill boulevard
between Glendora and La Verne.

34

CALIFOHMA JIIOHWAYS AND PUBLIC WORKS

MADERA COUNTY

Hanrahan Company are setting up an asphalt plant
at Berenda for the resurfacing- of Route 4 from
Madera to Berenda. Paul L. Wilcox is resident
engineer for the state.

A contract for building bridges over Ash and
Berenda sloughs on the Pacheco Pass Highway has
been awarded to A. W. Kitchen of San Francisco.

Contractor A. W. Kitchen of San Francisco has
started work on bridges over Ash and Berenda sloughs
on the Pacheco Pass Highway. Foundation work
is well under way and it is expected to have the
bridges finished ahead of the spring floods.

Grading work on Hanrahan Company's contract
from Madera north is being rushed and paving will
stcirt Rt oncG.

The contract for grading, bridge approaches and
paving between Herndon and Tharsa, to connect with
the new bridge over the San Joaquin River has been
awarded to the Hanrahan Company of San Francisco.

MARIPOSA COUNTY

Basich Bros, of Los Angeles, who have the contract
for grading and rock surfacing a portion of the
Yosemite all-year-highway are making rapid progress
on structures and grading work. W. T. Rhodes is
resident engineer for the state on this job.

The convict camp near Mariposa has been dis-
continued and the work is being carried on by day
labor under Superintendent Carl Nelson. Some
important revisions of line have been built and sur-
faced and very satisfactory progress is being made.

All of the Yosemite Highway is in excellent shape
for the winter traffic.

MERCED COUNTY

The bridge over the San Joaquin River near Los
Banos on the Pacheco Pass Highway is being repainted
and redecked by Stephenson Construction Company of
San Francisco. New approaches are also being built.
This work will be completed by November 30th.

MONO COUNTY

The contract for grading about 3 miles of the main
highway near Bridgeport, which work was under con-
tract to Coolidge and Scott, of Nevada, is completed
and will afford a much better road for the winter
travel.

State forces have been working with very satis-
factory results widening certain of the narrowest por-
tions of the Tioga Grade. This work will continue
until weather conditions interfere which may be
rather soon, as four inches of snow recently fell near
the summit.

The Sonora Pass road has also been greatly improved
this summer by state forces ; a compressor and jack
hammers, together with the judicial use of powder
has removed many of the rocky points heretofore
dreaded by the automobile tourist.

The surveys are now complete on the main highway
above Bridgeport and down the Walker River to Cole-
ville.

Many favorable comments on the oiled surface on
the Sherwin Hill grade have been received and many
a car now goes over "in high" that never could
brag of that accomplishment before.

Bids will be received on 1.6 miles of grading to new
alignment, at Hilton Creek in Long Valley, on Novem-
ber 21st.

NEVADA COUNTY

Between Indian Springs and Soda Springs a graded
roadway is being built, under contract, by The Calla-
han Construction Co., Inc. This is a particularly

heavy piece of grading work, involving 200,000 cubic
yards of earthwork, or at a rate of 20,000 cubic yards
per mile. The work is now 20 per cent complete, and
is expected to be completed by August of next year.
A. R. McEwen is resident engineer.

The highway between Donner Lake and Truckee
is being regraded and resurfaced, under contract, by
ISIathews Construction Company.

ORANGE COUNTY

Tlie grading and paving, with California type sur-
facing, of the approaches to the Galivan overhead
crossing of the Santa Fe Railway tracks have been
completed. Traffic is using the new stretch of high-
way, which has eliminated the dangerous grade cross-
ing at Galivan.

All grading work has been completed and paving is
in progress on the reconstruction of the state highway
between Anaheim and Fullerton. The new pavement
will be of Portland cement concrete 56 feet wide
between curbs.

A contract has been let and work is in progress
on the grading and paving of 0.2 mile of highway on
improved alignment, on the coast highway just west of
San Clemente.

PLACER COUNTY

Between Andora subway and Lincoln, the highway is
being reconstructed. This work was recently let by
contract to Fredrickson & Watson Construction Co.
and Fredrickson Bros.

The work will consist of revision of alignment and
grade, utilization of that part of the present 20-foot
pavement that is of sound construction, constructing
new pavement over the existing 15-foot pavement, and,
where regrading and realignment is necessary. The
final construction will be a 20-foot continuous pave-
ment with a 3 6 -foot over all roadbed. J. D. Greene is
resident engineer on this work.

From Sheridan to the northerly boundary of Placer
County, E. F. Hilliard is constructing, by contract, a
bituminous macadam surfacing over the existing con-
crete pavement and newly placed and existing rock
borders.

This will result in a 20-foot bituminous macadam
surface pavement with a 26-foot over all roadbed.

SACRAMENTO COUNTY

A reconstruction project is under way between
North Sacramento and Del Paso Park. The work
consists of realignment, revised grade, widening and
thickening of pre.sent pavement. The wearing sur-
face will be asphaltic concrete. The contractor, Clark
and Henery Construction Co., is comfortably ahead of
the construction schedule, and is expected to finish
much sooner than the completion date, January 4,
1929. C. W. Rust is resident engineer on this work.

Enclosed are two photo views of the Ord Spreading
& Raking Machine used on this work.

Good progress is being made on the grading and
subgrade for the concrete paving to go between Gait
and Arno, Fredrickson Bros, and Fredrickson & Wat-
son Construction Company, contractors. C. M. Butts
is the resident engineer.

The oil treatment of the crushed gravel surfacing
between 1 mile south of Arno and 1 mile north of
Arno has been completed and is now open to trafHc.
The work was done under the direction of W. H.
Martin, Maintenance Superintendent.

Authority has been granted for the repair, creosot-
ing and painting of the timber section of the Rio
Vista Bridge. Materials are now on hand and work
is starting under the direction of G. E. Marshall,
Maintenance Foreman.

SAN DIEGO COUNTY

Good progress is being made by the Hauser Con-
struction Company on the reconstruction of 7.2 miles

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

35

of the San I'iego to Kl Ceiitro liijjrliway between Viejas
Creek and Guatay Creek. Four steam shovels are at
work sradiiis' the Sti-foot roadbed.

Easterly from the Hauser Construction Company's
job, between (Juatay Creek and I'ine Valley, the
Nevada Contracting Company lias work under way
on the improvement of the alignment and widening of
the roadbed to 36 feet.

SAN JOAQUIN COUNTY

The concrete paving' job between Mossdale and
F'rench Camp is practically complete. B'redrickson
Bros, and Fredrickson & Watson Construction Com-
pany are the contractors. C. M. Butts is resident
engineer.

Widenint? with earth of the grade of the Cherokee
Lane for about 5 miles between Cherokee Lane and
Live Oak on the route between Stockton and Lodi
is nearly complete. D. McDonald is the contractor,
under the direction of R. H. Lapp, resident engineer.

Splendid progress is being made by contractors
Gannon and McCarty on raising the grade north of
the Stockton Diverting Canal. This is on the new
entrance to Stockton from the north. INIr. Hubbard is
acting resident engineer.

The work of surfacing the Mokelumne River bridge
with rock and asphalt has been completed under the
supervision of W. H. Martin, Maintenance Superintend-
ent.

Two "Slow" signs have been erected at the reverse
curve on the Hogan Road, and a service agreement
has been issued to cover their wiring and proper
illumination. Superintendent Martin is directing this
work.

Oil retreatment of certain sections of the oiled
surfacing between a point 1.3 miles east of Clements
and the Calaveras County line is nearing completion
under the supervision of Superintendent Martin.

TUOLUMNE COUNTY

The premixed oil surface placed on about 9 miles
of hi,ghwa>" between Keystone and Jamestown on the
Sonoi-a lateral has been completed. A very fine look-
ing job and pleasing riding surface has been obtained.
Mankel and Staring are the contractors. A. K. Nulty
is resident engineer.

Day labor forces under Superintendent S. B. Harris
liave been l)usily engaged in improving the famous
Sonora Pass Road between the first and second cross-
ings of Deadman's Creek. Work has been progressing
rapidly. Most of the excavation has been in solid
granite. Due to tlie early snow storm of recent date
this work will be held up through the winter, con-
templating an early completion in the spring.

The construction and repairs to maintenance camp
at Baker's Station is about 7.5% completed and will
be held up through the winter and completed in the
spring. This work is under the supervision of Superin-
tendent S. E. Harris.

Authority has been granted for the extension of the
culverts between the Stanislaus County line and James-
town. Materials have lieen ordered shipped and it
is expected the placing of these culverts will start upon
delivery. The work will be supervised by L. T.
Robinson and L. P. Laird, maintenance foremen.

VENTURA COUNTY

Along the new coast highway southeasterly from
Oxnard, side forms are being placed and subgrade pre-
pared for the Portland cement concrete pavement.
The job, which includes 11.6 miles of 20-foot concrete
pavement with rock borders. 170,000 cubic yards of
excavation, drainage structures, etc., is being done by
Jahn & Bressi, contractors.

SOLANO COUNTY

The contract under Larsen Bros, for grading and
surfacing the line change back of Cordelia is pro-
gressing satisfactorily. This is on the main route
between the Sacramento Valley and the Carquinez
Bridge, also to Xapa and the Redwood Highway. J.
AV. Cole is resident engineer.

Bids will be opened on October 17th for widening
grade and oil mix borders for the piece of road
between Fairfield and 5 miles north.

STANISLAUS COUNTY

Contractor C. W. "Wood has finished the new south
approach to the Stanislaus River Bridge, near Ripon
and between Manteca and Modesto.

SUTTER COUNTY

From the end of pavement, south of Sutter City, to
the end of pavement at Tarke, an asphalt seal on
1 inch of new surfacing has been applied to the
highway.

TULARE COUNTY

The Valley Paving and Construction Coinpany are
making a high early average on their paving contract
from Goshen Junction to Tulare. H. B. La Forge is
resident engineer for the state on this job.

Paving between Tulare and Goshen, on the Golden
State Highway, is being rushed to completion by the
Valley Paving Company of Visalia, who have the con-
tract for the work.

YOLO COUNTY

The new guard rail on the timber portion of the
Yolo Causeway is nearing comijletion. P. F. Bender
is the contractor. H. S. Marshall is the resident
engineer.

Bids were opened October 10th for widening grade
and placing premixed oil shoulders and surfacing for
about 1 mile west of the Yolo Causeway. The contract
was awarded to the low bidder,- the firm of Fredrick-
son Bros, and Fredrickson and Watson Construction
Company.

The work of oil mixing the rock borders between
the M Street Subway and a point 2 miles west has
been practically completed under the direction of W.
H. Martin, maintenance superintendent.

PERSONNEL

Mr. C. J. Temby. who has been associated with the
California Highway Commission for about 14 years,
and who has been serving as office engineer for the
l)ast 2 years, is being transferred to Central Office,
Department of Surveys and Plans. District X
wishes him well.

Mr. B. W. Booker, who has served the state for
about 7 years with this department, is being trans-
ferred to District X from District I. Mr. Booker has
been appointed office engineer of District X, and Dis-
trict X hopes that he will enjoy his work in the new
position.

Mr. Bert A. Reber, formerly associated with Dis-
tricts III and X, but who for the past 14 months
has been with the Alleghany-El Dorado Gold Mining
Company, is now back with District X.

LOUISIANA — The state highway department spent
.$2.^4,000 to help fight the Mississippi Flood in 1927,
and .$529,000 to rei)air or rebuild highways and
bridges.

30

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

California s Rank
Among States In

Auto Fee Costs

Figures showing the ranking of the various
states of the Union in total motor vehicle,
license and gas revenue per vehicle for 1927
appear in the October number of Amo^ican

Highways.

Here is California's 1927 rank, among the
states :

First — In revenue from gasoline tax
($22,467,083).

Second — In automobile and truck registra-
tion (1,693,195).

Thirteenth — In gross receipts from auto
license fees ($8,796,348).

Tiventfi-fifth — -In average gas receipts per
motor vehicle ($13.62).

Forty-fourth — In average motor and gas re-
ceipts per motor vehicle ($18.81).

Forty -eighth — In average motor license per
vehicle ($5.19).

Record of B ids and A wards

CONTRA COSTA COUNTY — Between Richmond and
San Pablo Creek, about 1.3 miles in length to be
graded and paved with asphalt concrete. Dist. IV,
Rt 14. Sec. A. Engr's Est. $66,858.25. Warren Con-
struction Company, Oakland. $49,544.10 ; California
Construction Co., San Francisco, $57,608.60. Contract
awarded to W^arren Const. Co.

DEL NORTE COUNTY — Between Elk Valley Road
and Smith River, furnishing and spreading crushed
stone surfacing 3.64 miles long. Dist. I, Rt. 1, Sec. C.
Engr's E.St. $14,500. Webber Construction Co., Cres-
cent City, $12,750; Holdener Construction Co., Inc.,
Sacramento, $14,500; Engelhart Paving and Construc-
tion Co., Eureka, $18,000; Parker Schram Co., Port-
land, Ore., $13,150 ; E. B. Bishop, Sacramento,
$14,250. Contract awarded to Webber Construction Co.

FRESNO — MADERA COUNTIES — Const. 20-foot
Portland cement concrete pavement from Herndon to
Tharsa, length 1.82 miles. Dist. VI, Rt. 4, Sec. C-A.
Engr's Est. $120,691.50. Fredrickson & Watson Con-
struction Co., Oakland, $92,986.50; C. W. Wood, Stock-
ton, $87,689 ; Force-Currigan & McLeod. Oakland,
$92,291.50 ; .lohn Jurkovich, Fresno, $92,066 ; A. J.
Grier, Oakland, $89,182 ; Hanrahan Company, San
Francisco, $83,709.20 ; N. M. Ball, Porterville,
$84,611.50. Contract awarded to Hanrahan Company.

IMPERIAL COUNTY — Between 0.7 mile S. Kane
Sprs. and Arroyo Salada Wa.sh, 13.5 miles grading
and asphalt concrete surfacing. Dist. VIII, Rt. 26,
Sec. B-C-D. Engr's Est. $274,904.50. Charles U.
Heuser, Glendale, $290,008 ; Force-Currigan & McLeod,
Oakland, $305,202 ; V. R. Dennis Const. Co., San Diego,
$284,502; Steele Finley, Santa Ana, $229,258; Griffith
Co., Los Angeles, $315,623 ; R. E. Hazard Contracting
Co., San Diego, $217,814.50 ; Southwest Paving Co.,
Los Angele.s, $266,685 ; A. Teichert & Son, Inc.. Sacra-
mento, $283,273 ; Geo. R. Curtis Paving Co., Los
Angeles, $254,185. Contract awarded to R. E. Hazard
Construction Co.

KINGS COUNTY — -Between the County Fair Grounds
and Hanford, about 0.7 miles in length, to be graded
and surfaced with asphalt concrete. Dist. VI, Rt. 10,

Sec. C. Engr's Est. $23,937.80. California Const. Co.,
San Francisco, $25,536.88. Contract awarded to Cali-
fornia Const. Co.

LAKE AND COLUSA COUNTIES— Between Abbott
Mine and Mountain House (Venado), loading, hauling
and spreading of bit run gravel and broken stone.
Dist. Ill, Rt. 15, Sec. C-C & D. Engr's Est. $5,277.
E. B. Bishop, Sacramento, $5,950 ; Albert G. Raisch,
San Francisco, $6,204.40 ; Hemstreet & Bell, Marysville,
$5,828. Contract awarded to Hemstreet & Bell.

LOS AN(;ELES county — Between northerly city
limits and Los Angeles and Newhall Tunnel, about 0.7
miles in length to be graded and surfaced with bitumi-
nous macadam. Dist. VII, Rt. 4, Sec. E. Engr's Est.
$34,156.25. Geo. Mitchell Co., Huntington Park,
$42,878.50 ; George R. Curtis Paving Co., Los Angeles,
$63,238; A. J. Grier, Oakland, $43,739.60; Nighbert &
Carnahan Co., Bakersfield, $47,806.50. Contract
awarded to Geo. Mitchell Co.

MADERA COUNTY — Across Ash Creek about 9
miles west of Califa, a timl^er bridge consisting of
thirty-nine 19-foot spans on pile bents. Across
Berenda Slough about 3J miles west of Califa, a timber
bridge consisting of twenty-two 19-foot spans on frame
bents with cone, pedestals. Dist. VI, Rt. 32, Sec. A.
Engr's Est. $55,927. Ben C. Gerwick, Inc., San Fran-
cisco, $55,016 ; Fredrickson & Watson Construction
Co., Oakland, $54,303.40 ; George J. Ulrich Const. Co.,
Modesto, $56,387.75; Stephenson Const. Co., San Fran-
cisco, $53,342.95; Lambert & Wood, Fresno, $60,780.70;
E. K. Angle, Dos Palos, $65,043.15 ; John P. Williams,
Fre-sno, $68,645.50 ; Butte Const. Co., San Francisco,
$52,365.40; A. W. Kitchen, San Francisco, $51,422.73;
Otto Parlier, Tulare, $52,997 ; Paul M. White, Santa
Monica, $55,824. Contract awarded to A. W. Kitchen.

MARIN COUNTY — From San Rafael to San Quentin,
3.01 miles of 20-foot and 40-foot bituminous macadam
pavement. Dist. IV, Route 1-69, Section C-A. Engr's
Est. $139,569.25. Dutton-Dredge Company, San Fran-
cisco, $146,514 ; J. P. Holland, Inc., San Francisco,
$118,341.50; J. V. Galbraith, Petaluma, $152,588.55;
George Pollock Company, Sacramento, $156,069 ; Jack
Casson, Havward, $122,281.50; C. T. Malcolm, Walnut
Creek, $149,415; J. F. Collins, Stockton, $136,698.50;
Mathews Construction Company, Sacramento, $158,718 ;
Force, Currigan & McLeod, Oakland, $132,896.50; Von
der Hellen Pierson and Logan, Medford, $136,041.50;
Allied Contractors, Inc., Omaha, $119,576.50; A. J. &
J. L. Fairbanks, Inc., So. San Francisco, $151,712.75;
Granfield, Farrar and Carlin. San Francisco, $103,-
827.50; Ariss Knapp Co., Oakland, $140,699.50. Con-
tract awarded to Granfield, Farrar and Carlin.

MODOC COUNTY — Bridge across Ash Creek, three
4 3 -foot girder spans, bridge across Dry Creek double
6-foot by 8-foot cone, box culv., bridge across Butte
Creek, two 24-foot girder spans. Dist. II, Rt. 28, Sec.
A. Engr's Est. $50,205. Coolidge & Scott, Adin,
$53,717; J. P. Brennan, Redding, $49,604.84; Dunn &
Baker, Klamath Falls, Oregon, $51,144; Butte Const.
Co., San Francisco, $75,336.50. Contract awarded to
J. P. Brennan.

MONTEREY COUNTY— 2 J miles south of Green-
field, about 1.1 miles in length to be graded and por-
tions surfaced with waterbound macadam base. Type
"B." Dist. V Rt. 2, Sec. E. Engr's Est. $22,852.50.
Tiffany, McReynolds, Tiffany, San Jose, $20,501.50 ; W.
A. Dontanville, Salinas, $19,587 ; Granite Construction
Co., Watsonville, $16,021. Contract awarded to Granite
Construction Co.

MONTEREY COUNTY — 3.3 miles south of San
Lucas, about 0.4 miles to be graded and surfaced with
waterbound macadam base. Type "B." Dist. V, Rt. 2,
Sec. 6. Engr's E.st. $9,823. W. A. Dontanville, Salinas,
$8,342; Chas. W. Wimmer, Santa Barbara, $10,028;
Granite Const. Co., Wat.sonville, $8,374. Contract
awarded to W. A. Dontanville.

ORANGE COUNTY — West of San Clemente 0.2
miles grading and P. C. concrete pavement. Dist. VII,
Rt. 2, Sec. A. Engr's Est. $9,485. Steele Finlev. Santa
Ana, $7,267.20; H. E. Cox & Son, Pasadena, $10,864;
Gritton & Stephenson. Santa Ana, $9,538.05. Con-
tract awarded to Steele Finley.

ORANGE COUNTY — A reinforced concrete and steel
girder overhead crossing over tracks at A. T. & S. F.
Ry. at Irvine. Dist. VII, Rt. 2, Sec. B Engr's Est.
$71,295. .lohn Simpson & Co., Los Angeles, $58,109;
De Waard & Son, San Diego, $64,286 ; Mittry Bros.
Const. Company, Los Angeles, $65,915; Fredrickson &
Watson Const. Company, Oakland, $67,185; McWil-
liams & Ritchey, Los Angeles, $67,154 ; Butte Const.
Company, San Franci.sco, $70,640 ; Linderman &
Dueker,' Inc., Harbor City, $475,235.90; Oberg Bros.,
Los Angeles, $68,130.60; Charles & P. W. Steffgen,
San Diego, $76,466; Byerts & Dunn, Los Angeles,
$61,916; Martin Green, San Bernardino, $77,833; V/il-

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

37

Ham J. Shirley, Los Angeles. $78,880; Whipple Rngi-
neering Cd., Monrovia, $tU.S)90 ; E. S. Johnson. I'a.sa-
dena, $72,715 ; A. V. Terkinson, Inc., Los Angeles,
$60,792.60. Contract awarded to John Simpson & Com-
pany.

ORANGK-SAN DIEC.O COUNTIES — A reinforced
concrete girder bridge across Prima Deshecha (''anada.
A reinforced arch culvert acro.ss Segunda De.shecha
Canada. A reinforced concrete girder bridge across
Las Encinas Creek. Dist. VII, Rt. 2, Sec. A-B. Rngr's
Est. $36,347.20. Linderman & Dueker, Inc., Harbor
City, $44,201.23 ; Ross Const. Company, Los Angeles,
$44,852 ; Oberg Bros., Los Angeles, $32,340.25 ; Byerts
& Dunn, Los Angeles. $43,031.50 ; De Waard & Son,
San Diego, $42,772; Paul M. White, Santa Monica,
$34,411.80. Contract awarded to Oberg Brothers.

PLACER COUNTY — Prom Roseville to Rocklin
about 2.9 miles to be graded and surfaced. Dist. Ill,
Rt. 17, Sec. A. Engr's Est. $58,042. W. J. Taylor,
Palo Alto, $58,974 ; J. E. Johnston, Stockton, $47,092 ;
J. V. Galbraith, Petaluma, $48,113.03 ; C. W. Wood.
Stockton, $52,466.50 ; Pacific States Const. Co., San
Francisco, $54,020.30 ; E. B. Skeels, Roseville,
$52,026.55 : Fredrickson & Watson Const. Company,
Fredrickson Bros., Oakland, $64,351.80. Contract
awarded to J. E. Johnston.

PLACER COUNTY — Between Andora Subway and
Lincoln 7.6 miles grading and 7.6 miles grad. & P. C.
C. Pav. Dist. Ill, Rt. 3, Sec. A. Engr's Est. $78,288.50.
W. J. Taylor, Palo Alto, $72,707 ; C. W. Wood. Stock-
ton, $63,638; E. B. Skeels, Roseville, $71,594.50; J. V.
Galbraith. Petaluma, $68,037.90 ; Fredrickson & Wat-
son Const. Co. & Fredrickson Bros., Stockton,
$60,560.90. Contract awarded to Fredrickson & Wat-
son Const. Co. & Fredrickson Bros.

PLACER COUNTY — Overhead crossing of Southern
Pacific Railroad near Magra. Dist. Ill, Rt. 37, Sec. C.
Engr's Est. $14,465 ; Geo. J. Ulrich Construction Co.,
Modesto, $14,867.50; Butte Construction Co., San
Francisco. $16,933.95 ; C. C. Gildersleeve, Felton,
$14,997 ; Mathews Construction Co., Sacramento,
$19,520; C. A. Bruce & Sons, Pleasanton. $17,689;
Edgar Noble, Marysville, $15,137.45 ; E. B. Skeels,
Roseville. $17,435. Contract awarded to Geo. J.
Ulrich Const. Company.

SAN BERNARDINO COUNTY — Between Daggett
and 4 miles east of Hector 21.3 miles grading 8 C oil
treated crushed gravel or stone surfacing. Dist. VIII.
Rt. 58, Sec. F-G. Engr's Est. $297,672.90. Dillon &
Boles, Los Angeles, $264,235 ; E. J. Davis, Venice,
$299,666.10; Ken. Hodgman, San Marino, $321,420.80;
J. C. Compton. McMinnville. Oregon, $332,364.80 ; J. W.
Breedlove. Corp., Los Angeles, $310,762 ; George R.
Curtis Paving Co., Los Angeles, $349,302.80. Contract
awarded to Dillion & Boles.

SAN BERNARDINO COUNTY — Between Needles
and Topoc. 5.4 miles grading. Dist. VIII, Rt. 58,
Sec. P. Engr's Est. $38,970. James W. Martin, Los
Angeles. $39,952.90 ; Charles U. Heuser, Glendale,
$28,752.20; Bert Calvert, Los Angeles, $25,975.30;
Martin Green, San Bernardino, $29,842.90; Steele Fin-
lay, Santa Ana. $34,375.30; L. G. Singletary, River-
side, $36,424.20 ; Greemore Bros.. Bakersfleld,
$53,459.90; Roy Skousen, San Bernardino, $29,124.10;
Triangle Rock & Gravel Company, San Bernardino,
$32,495.70 ; Jones & Stacey, Mineral, $45,146.40. Con-
tract awarded to Bert Calvert.

SAN BERNARDINO COUNTY — From 1| miles
N. E. of Yermo to li miles S. W. of Dunn 20.78 miles
of oil treated crushed gravel 20 feet wide. Dist VIII.
Rt. 31, Sec. H-J. Engr's Est. $302,015.40. E. J.
Davis, Venice, $254,161.65 ; J. J. Hales, Santa Ana,
$247,715.50; Dillon & Boles, Los Angeles, $237,696.26;
Fred W. Nighbert, Bakersfleld, $255,333.40; Dunn &
Baker, Klamath Falls, $307,597.90; Isbell Con.st. Com-
pany, Fresno. $279,544 ; Steele Finley. Santa Ana,
$245,487.40; Force-Currigan & McLeod, Oakland, $274.-
613 ; Watson & Sutton, San Diego. $272,591.70 ; Allied
Contractors, Inc., Omaha, $250,696.90 ; G. E. Flnnell
and Holdener Construction Co.. Sacramento, $288,-
291.60. Contract awarded to Dillon & Boles.

SAN DIEGO COUNTY — Between Pine Valley and
Kitchen Creek about 7.2 miles to be graded and jiaved
with P. C. C. Dist. VII, Rt. 12, Sec. D, E & F.
Engr's Est. $276,252.50. Nel.son and Sloan, Chula
Vista, $295,069; Wells & Bres.sler, Santa Ana, $330,-
207 ; Watson & Sutton. San Diego, $290,090.50 ; Basich
Brothers Construction Company, Los Angeles, $259,-
099.50 ; Jahn and Bressi Construction Co., Inc., Los
Angeles. $303,635.50 ; George Herz & Company, San
Bernardino, $276,164. Contract awarded to Basich
Brothers Construction Company.

SAN DIEGO COUNTY — Between Guatay Cr. and
Pine Vallev. About 3.9 miles in length to be graded.
Dist. VII, Rt. 12. Sec. D. Engr's Est. $91,251. Lewis

Construction Company, Santa Monica, $106,308 ; Nel-
son & Sloan, Chula Vista, $131,925.50; J. G. Donovan
& Sons, Los Angeles, $132,903.25; J. W. Breedlove
Corp., Los Angeles, $109,022 ; Hauser Construction
Company, Long Beach, $124, 53"? ; Nevada Construction
Company, Fallon, Nevada, $99,804 ; Isbell Construction
Company, Carson City, Nevada, $147,028; Pioneer
Transfer Company, Inc., Calexico, $123,346; Watson &
Sutton, San Diego, $136,758.50; Robinson Roberts
Company, Los Angeles, $99,915.50. Contract awarded
to Nevada Construction Company.

SAN LUIS OBISPO COUNTY — Two timber bridges
across Arroyo de La Cruz, fourteen 19-foot spans
and San Carpojo Cr., nine 19-foot spans. Dist. V,
Rt. 56, Sec. A. Engr's Est. $31,301.25. C. C. Gilder-
sleeve, Felton, $28,253.75 ; Theo. M. Maino, San Luis
Obispo, $28,448.19 ; Chas. & F. W. Steffgen, San Diego,
$25,205.65 ; Paul M. White, Santa Monica, $25,983.50.
Contract awarded to Chas. & F. W. Steffgen.

SAN LUIS OBISPO COUNTY — Between 1.7 miles
west of Shandon and the easterly boundary, about

15.4 miles in length, to be graded and paved with
bituminous macadam. Dist. V, Rt. 33, Sec. B-C.
Engr's Est. $174,639. Holdener Const. Company,
Sacramento, $153,016; Granite Construction Co., Wat-
sonville, $174,330.38 ; A. Teichert & Son, Inc., Sacra-
mento, $150,808 ; Malcolm & Taylor, Walnut Creek,
$202,727. Contract awarded to A. Teichert & Son, Inc.

SHASTA COUNTY — Repair bridge across Sacra-
mento River 1.0 miles east of Redding. Consi.stmg
one 320-foot st. truss span, one 180-foot St. truss .span,
one 60-foot st. truss span, one 40-foot st. truss span
and 7 87 feet of timber trestle. Dist. II, Rt. 28, Sec. A.
Engr's Est. $32,505.50. J. P. Brennan, Reddmg,
$29,619.90 ; M. B. McGowan, San Francisco, $34,934 ;
Holdener Construction Company, Inc., Sacramento,
$36,460 ; McDonald & Maggiora, Sausalito, $48,153.33 ;
Fred J Maurer & Son, Inc., Eureka, $33,208 ; Parker-
Schram Company, Portland, $40,805 ; The Duncanson-
Harrelson Co., San Francisco, $38,176; Portland Bridge
Company, Portland, $35,300; M. A. Jenkin.s, Sacra-
mento, $31,670 ; R. B. McKenzie. Gerber, $29,610 ; N. R.
Nicolsen, San Jose, $34,336. Contract awarded to M.

B. McGowan, San Francisco.

SOLANO COUNTY — Between Fairfield and Nel-
sons Corner, about 5 miles in length to be graded
and surfaced. Dist. X, Rt. 7, Sec. C. Engr's Est.
$38,001.50. C. W. Malcolm, Walnut Creek, $42,301.10 ;
Lord & Bishop. Oroville, $47,485.50; J. R. Reeves,
Sacramento, $40,610.85 ; J. V. Galbraith, Petaluma,
$43,093.50; Larsen Bros., Sonoma, $44,713.50; J. E.
Johnston, Stockton, $35,453.30 ; Mankel & Storing,
Sacramento, $35,178; C. W. Wood, Stockton, $40,204.50.
Contract awarded to Mankel & Storing.

TUOLUMNE COUNTY — Reinforced concrete girder
bridge across Sullivan Creek 2 miles east of Sonora,
and 50-foot and two 30-foot spans on concrete bents
and abutments with wing walls. Dist. X, Rt. 13, Sec.

C. Engr's Est. $19, 308.60 ; C. C. Gildersleeve, Felton,
$23,276 ; Paul M. White. Santa Monica, $24,718 ; George
J Ulrich Construction Company, Modesto. $19,682;
C. A. Bruce & Sons, Pleasanton, $21,847 ; Fredrickson
& Watson Const. Company, Inc. & Fredrickson Bros.,
Stockton, $20,924 ; The Adams Co., Angels Camp,
$18,228.50. Contract awarded to The Adams Company.

VENTURA-LOS ANGELES COUNTIES— Between
Little Sycamore Canyon and Solstice Canyon, about

11.5 miles in length to be paved with Portland cement
concrete and bituminous macadam. Dist. VII, Rt. 60,
Sec A. Engr's Est. $416,098.50. J. F. Knapp, Stock-
ton, $402,205 ; Jahn and Bressi Construction Co., Inc.,
Los Angeles, $393,405 ; George R. Curtis Paving Com-
pany, Los Angeles, $367,525.25; Wells & Bress^er,
Santa Ana. $419,296.25 ; Ed. Johnson & Sons, Los
Angeles, $379,630.75 ; Basich Brothers Construction
Company, Los Angeles, $371,665 ; Matich Bros., Elsi-
nore, $358,861.25 ; Sander Pearson, Santa Monica,
$354,454.50; Sam Hunter, Santa Barbara, $358,842.50;
Geo. H. Oswald. Los Angeles, $37 7,902.50. Contract
awarded to Sander Pearson.

YOLO COUNTY — Between IJ miles west Y'olo Cause-
wav to Yolo Causeway 7.2 miles grading and portions
surfaced with oil treated crushed gravel or stone.
Dist X. Rt. 6, Sec. A. Engr's Est. $31,984.50. A.
Teichert & Son, Inc.. Sacramento, $29,761 ; C. "^V. Wood,
Stockton, $32,212.50; Isbell Construction Company,
Carson Citv, $35,493 ; J. V. Galbraith, Petaluma,
$35,129.75 ; C. T. Malcom, Walnut Creek, $30,332.25;
Mankel & Staring, Sacramento, $30,779 ; D. McDonald,
Sacramento, $29,375.25; A. F. Giddings, Sacramento,
$33,917.65; J. R. Reeves, Sacramento, $34,585.50;
Fredrickson & Watson Construction Company and
Fredrickson Brothers. Stockton, $25,394.05. Contract
awarded to Fredrickson & Watson Construction Com-
pany and Fredrickson Brothers.

STATE HIGHWAYS IN CALIFORNIA SHOWING THE PRIMARY AND SECOND-
ARY ROAD SYSTEMS AND THE DIVISION OF THE STATE UNDER THE
BREED BILL.

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**^^/M^f/y7' Division Northern and Soulhem Counties according to Breed B^

CALIFORNIA STATE PKINTING OFFICE
SACRAMENTO, 192S

6:J270 12-28 5100

GliforniaHighwayj^

rfi* PUBLIC WORKSv

WONT YOU

PLEASE

BE CAREFUL

i

OfTicial Jouri\aJ of the Divisioiv of Hi$Kwa375
JANUARY Depsvrtnvervl of Public Works
FEBRUARY STATE OF CALIFORNIA 1929

r

Table of Contents

Page
The Two Highway Budgets— !?(/ Ralph W. Bull, Chairman,

Calif oDtia Highway Conmission 1

State Highways in the Counti'y Back of the Sierras 2

Highway Development in Inyo County— i>.!/ F. G. Somncr,

District Engineer 3

1928 Eoad Developments in California — By C. H. Purccll,

State Highway Engineer 4

Toll Bridge Report Submitted to Legislature 5

Investigation of Toll Bridges Asked in U. S. Senate 7

Iligliwa}" ResearcJi in the United States — By T. E. Stanton,

Materials and Besearch Engineer 8

California State Higliway Policies- — By Governor C. C.

Young 10

Scenic Dyke Saved 13

Torclies Clear State Highway 13

Traffic Stripes on Highway's Edge 14

California Given Federal Aid Funds 15

Courtesy of Highway Employee Praised 15

Bayshore Highway Gigantic Project 16

Featlier River Road Described by Convict Worker 16

Uiidget Tells Construction Program 18

Progress Reports from Counties 33

List of Contracts and Aw^ards 37

Two Highway Budgets — The

Governor s Budget and That

Of the Highway Commission

By Ralph W. Bull, Chairman, California Highway Commission

THE STATE OF CALIFORNIA will dis-
burse $106,432,790 for highway pur-
poses in the two fiscal years extending
from July 1, 1929, to June 30, 1931.

This is shown in the budget submitted by
Governor C. C. Young to the Legislature.
Incidently this budget discloses the fact that
there are two highway budgets in California.
One budget is that of the California Highway
Commission. It totals $60,773,490. This
budget comprises the biennial program of
new construction and reconstruction projects
and estimated maintenance
expenditures on the state
highway system. It com-
prises a part, but only a part
of the Governor's highway
budget.

The Governor's budget, on
the other hand, in addition
to expenditures outlined in
the program of the Cali-
fornia Highway Commission
contains also disbursements
of highway money for a
number of other purposes.
These include the apportion-
ment to the counties of their
share of the 2-cent gasoline
tax, estimated at $31,606,745
for the 1929-1931 biennium ;
pavments out of the State's
general fund of $9,110,425
for interest on and redemp-
tion of state highway bonds ;
expenditures of the Division
of Motor Vehicle totaling
$3,169,030 paid out of auto-
mobile registration fees ;
payment of county traffic
officers in the sum of $1,742,-
500 which is deducted from
the counties' share of the
2-cent gasoline tax. The ex-
penses of the Division of Contracts and Rights
of "Way, which works in conjunction with the
Division of Highways, at a cost for the bien-
nium of $30,600. All of these items with the
$60,773,490 budget of the California High-

m

the

wav Commission make a grand total
GoVernor's budget of $106,432,790.

It is interesting to note that the peak of
payments for interest and redemption of state
highway bonds has apparently been passed.
Thus the amount paid from the general funds
of the state for these items will be $332,640
less during the 1929-1931 biennium than was
paid during the 1927-1929 biennium.

The statement that accompanies Governor
Young's budget reveals some interesting facts
relative to the disbursement of highway funds.
Attention is called by Gov-
ernor Young to the fact
that "the highways of Cali-
fornia now receive the
largest portion of the state's
funds, when state aided
county roads are included.
Highway expenditures at
the present time amount to
44 per cent of the total
budget. California spends
vast sums upon her high-
ways and does so at the dic-
tum of her people who ap-
preciate fully the value of
good roads in the develop-
ment of the state."

Governor Young also em-
phasizes the huge saving in
highway cost made possible
through the adoption of a
pay-as-you-go plan as com-
pared with the issuance of
bonds. He states that the
cost of new highway con-
struction projects recom-
mended by the California
Highway Commission for
construction in the 1929-
1931 biennium totals $27,-
400,000. If this were paid
from the proceeds of 4^ per
cent bonds, maturing in forty years the cost of
the same projects would be $51,272,250. Com-
menting on this. Governor Young says: "The
wisdom of the legislature in proposing and
enacting a tax on gasoline, which all users of

(Continued on page 36.)

Ralph W^ Bull.

CALIFORXIA HIGHWAYf^ A\D PVBLIC WORKS

State Highways in the Country Back of the Sierras

A Mono County view.

In Inyo County he-
between Lone

Pine and
Independence.

A higlnoay running

into the clouds —

between Alahama

Gate and Manzenar,

Inyo County.

View of the moun-
tains looking west
in Inyo County.

CAIJFORMA HiailWAY^ AND I'UIiLIC WOh'h'K

Highway Development in Inyo County

By P. G. SOMNER, District Engineer

1^

F. G. SOMNER.

THE CONCLUSION in January, 1928, of
contracts by the Southwest Paving Com-
pany, Diaz Lake to Alabama Gate, and
by Montfort and Armstrong, between Tinne-
maha and Big Pine, marks the completion of
an important link in high-
way development ''east of
the high Sierras;" i. e. the
construction of an oiled sur-
faced road from Diaz Lake
south of Lone Pine to Sher-
win Hill at the head of
Owens Valley, distance 83.6
miles.

At least one venerable
citizen of Bishop has ex-
pressed himself simply but
fervently as being "thank-
ful to the good Lord for being permitted to
live to ride over a good road from Bishop to
Independence, the county seat of Inyo
County." Added happiness to declining
years is in itself more than meager return
to those of us not devoid of sentiment and
whose endeavors may have brought about
these changes.

At the creation of District Nine in October,
1923, a stretch of oiled macadam north of
Bishop 8.37 miles in length, together with an
eight mile stretch of 8 foot concrete pavement
between Big Pine and Independence com-
prised the hard surfaced roads within the
Owens Valley. The other portions may best
be described as being in general ' ' two ruts in
the sand."

As the balance of the roads were generally
in no better condition and in places much
worse, it was the purpose to first facilitate
travel over the whole district, always followed
by an increase of travel with attending
increased demand on the limited funds avail-
able. There was, therefore, little opportunity
to concentrate in proper and orderly fashion
on any particular stretch of road, so tempo-
rary expedients with recourse to the materials
immediately at hand, such as sand, clay sur-
face and decomposed granite was the order of
the day.

The surface oiling in 1921 on the Sherwin
Hill had proved a failure, necessitating the
removal of several miles of corrugated oil
cake, which did not have a tendency to encour-
age further attempts at oil processing, either
mixing or penetration method. However,

Upper picture, Sand Dunes in Death Valley.
Lower view, At the summit of Mt. Whitney.

adverse conditions were offset by an appreci-
ative spirit and an unanimous support on the
part of the citizenship of the valley, unprece-
dented in the writer's experience, thus stimu-
lating efforts to remedy matters. A marked
improvement soon became noticeable through-
out the valley.

In the season of 1926 experiments were
made with both light and medium oil, apply-
ing from one-fourth to one-half gallon per
square yard on stretches aggregating 30 miles,
covering surfaces of volcanic cinders and
decomposed granite. In the season of 1927-28
the road mixing method was employed
throughout, covering both decomposed granite
and crushed rock surfacing and including the
rehabilitation by mixing method of portions
of the roads oiled in the previous year by the
penetration method, adding from three-

(Continued on page 17.)

CALIFORXIA HIGHWAYS AND PUBLIC WORKS

1928 Road Developments in California

By C. H. PuRCELL, State Highway Eng^ineer *

PKOBABLY tlie more important develop-
ments in tliis state during 1928 were:
A})pli(ation of fuel oil to erushed
stone road suiiacing.

Reduetion of roughness on asplialt concrete
pavement.

Increased use of timber bridges.

Increased attention to appearance of high-
■\vays.

The State of California is faced with the
problem of grading and surfacing a large
mileage of highways. It is not possible j&nan-
eiaily to pave this mileage as fast as it is
graded nor does good engineering practice
permit of paving new grades involving sub-
stantial embankment until after several years'
settlement. Also in desert and mountainous
regions, present traffic does not at this time
justify pavement. The Division of Highways,
during the current year, is constructing a con-
siderable mileage of crushed rock surfaced
roads with the top three or four inches of the
road metal treated with fuel oil. Three
methods are employed in applying the oil;
penetration method, plant mix method, road
mix method. The major portion of this type
of construction is located in the mountainous
and desert region. In these localities it is
believed that the oil treated crushed rock sur-
face will be adequate for a number of years.
In localities where traffic is heavier, the oil
treated surface is intended only to bridge over
tlie period until paving may be accomplished.
The oil treated crushed rock furnishes a supe-
rior surface to the untreated metal and elimi-
nates the necessity for restoring the road
metal everj- few years; however, the general
maintenance is not reduced.

In the construction of asphalt concrete pave-
ments in this state it has alwaj^s been very
difficult to get a smooth surface ; the asphalt
concrete pavement could not compare in
smoothness with Portland cement concrete
pavements. The introduction of the machine
finish on asphalt concrete pavements has
resulted in producing a smoothness of finish
which is but little inferior to the best Portland
cement concrete pavement. The description
of these machines and the methods of using
them have been given in various technical
magazines and are not repeated here.

In the past the great majority of short span
bridges have been constructed of concrete.

These were constructed as permanent struc-
tures; however, the large increa.se in traffic,
both in volume and in speed, has resulted in
increasing the standard of highway construc-
tion, particularly the location, to such an
extent that many of the small concrete bridges
have to be abandoned. The Division of High-
ways is now constructing concrete bridges
only on locations where there is no doubt as to
the permanency of the location. In other
locations and in the desert regions where the
cost of concrete materials is prohibitive, tim-
ber bridges are being built, either of treated
fir or untreated redwood. Untreated redwood
compares very favorably with treated fir as
regards life. The Bridge Department, with
the cooperation of the California Redwood
Association, has prepared a set of grading
specifications which insure a dependable qual-
ity of redAVGod timber for structural purposes.

Attention is being given to having the high-
way right of way in as neat and sightly a con-
dition as possible, as well as to take advantage
of the scenic possibilities of the country as far
as consistent with good highway location. Par-
ticular care is being taken to restrict the clear-
ing operations to the end that only the timber
and shrubbery which interferes with the road
is destroyed ; also that the cleared area is left
in a neat condition. Care is also taken to see
that the roadbed and slopes are left in a neat
condition upon the completion of grading.
The Surve5^s and Plans Department, the Con-
struction Department and the Maintenance
Department are cooperating with each other
to the end that when the highway is con-
structed it is left in such shape that the entire
Avidth of right of way can be maintained in a
neat condition by the Maintenance Depart-
ment. A landscape engineer is employed to
assist in this work.

The finances for highway construction and
maintenance in this state are well provided
for, the annual revenue available for state
highway construction and maintenance being
approximately thirty million dollars per year.
This insures an extensive construction pro-
gram after taking care of maintenance. The
program for 1929 includes bridge work
amounting to approximately three million dol-
lars, a considerable mileage of heavy grading,
and a substantial amount of paving. Highway
work constitutes the major portion of con-

* This article was first published in the January issue of The Earth Mover.

(Continued on page 13.)

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Toll Bridge Report Submitted to

Legislature by Highway Commission

4 4rriHE FURTHER construction of all
I privately owned toll bridges should
be prohibited."

In the above sentence, Governor C. C.
Young summarized the findings of the Depart-
ment of Public Works relative to toll bridges
in California. The report was made in com-
pliance with an act of the 1927 legislature
requiring the California Highway Commis-
sion to investigate and report with recom-
mendations upon the construction and opera-
tion of privately owned toll bridges in Cali-
fornia.

The report was transmitted to the Cali-
fornia Highway Commission by B. B. Meek,
director of the Department of Public Works.
]Mr. Meek concurred in both the findings of
the report and the recommendations contained
therein.

The report comprises over 200 pages of
typewritten matter, and in addition to the
text contains manj- pages of maps, charts,
exhibits and other supporting data. The inves-
tigation was made under the immediate direc-
tion of C. H. Purcell, State Highway Engin-
eer, and Chas. E. Andrew, Bridge Engineer
of the Division of Highways. The report con-
stitutes a very complete and exhaustive study
of toll structures.

SUMMARY OF FINDINGS

The recommendation that further construction of
privately owned toll bridges in California be prohibited
is based upon the following findings :

The cost and operation of the privately owned toll
bridge is excessive ;

Tolls are far in excess of those necessary to oper-
ate and amortize the cost of similar state-built and
operated structures. The rates of tolls on the Car-
quinez and Antioch bridges "indicate that the cost of
public service on the present bridges is at least 88
per cent higher than it would have been on similar
bridges constructed and operated by the state."

The state can not acquire private toll structures
after their construction at a value consistent with that
for which the state or counties can build or operate
them.

ADVOCATE PUBLIC BBIDGES

As an alternative for the privately owned and oper-
ated toll bridges, the report recommends that "neces-
sary steps be taken to pei-mit the state or counties to
finance or build toll bridges" by the issuance of bonds
payable out of the income of such structures.

CONCLUSIONS BEACHED

The conclusions contained in the report are sum-
marized as follows :

1. The expense of promotion and organization of a
privately owned toll bridge is in many cases a major
item in its cost. The report states that promotion and
organization expenses in the case of the Carquinez and
Antioch bridges totaled $1,1G6,776. Compared with
this the organization costs of the same bridges had
they been publicly financed and built by the state is
estimated at $1.53,500. Promotion and organization
expenses of the San Mateo-Hayward bridge, including
both money and stock allotments, are estimated at
$785,670 as compared with an organization charge of
not to exceed $160,000 for a similar state built
structure.

2. Private interests have been quick to recognize
the possibility of capitalizing for their own benefit the
huge investment made by the public in state and
county highways. In the case of the Carquinez bridge
it is estimated that private interests anticipated state
recognition by at least five years.

.3. It is charged that private promoters often build
or attempt to build toll bridges on locations where the
traffic does not justify them. This is done for the
apparent purpose of collecting promotion fees or
because the probability of future increase in traflBc
seems to justify a present investment.

4. The cost of tolls on the San Mateo-Haywai-d
bridge, if the structure had been state financed and
built, but operated on a toll basis, is estimated at
about 35 per cent of the present authorized toll sched-
ule for the 47 years period that constitutes the life of
the franchise.

5. The cost of financing privately owned toll
bridges is declared excessive. Thus the report states
that the cost of financing the Carquinez and Antioch
bridges, owned by the American Toll Bridge Company,
includes a stock bonus of 500,000 shares and an item
of $673,853 for bond discount. Computing the stock
at par value of $1 a share, the discount on a $6,500,-
000 bond issue totals $1,173,753. The bonds bear 7
per cent on $4,500,000 and 8 per cent on $2,000,000
as compared with 4| per cent for which state bonds
can be sold at par, or 6 per cent if bonds secured by
the income of the bridge were used. On the San
Mateo-Hayward Bridge, the interest rate on bond
financing, including all charges, is given as 7.7 per
cent and for the Dumbarton Bridge 7.3 per cent.

6. As far as the investigators were able to ascer-
tain, no actual money was paid for any of the 120,000
shares of common stock issued by the company build-
ing the San Mateo-Hayward Bridge. On the lowest
traffic estimate the stock will have a present worth of
$3.3 per share with a reasonable possibility that it
will go to $79.50 per share. This stock is held by
those directly interested in the bridge. The worth
($3,960,000 to $9,540,000) will accrue to the common
stock owners without capital investment, other than
services rendered prior to the opening of the bridge.

7. The reproduction costs by the state of the Car-
quinez and Antioch bridges is estimated at $7,675,900
as compared with the actual cost for the structures of
.$9,.520.789 to the American Toll Bridge Company.
The difference in cost is attributed in part to lack of
competitive bidding. In general it is estimated that

6

CAlJFOh'MA HIGHWAYS AM) PUBLIC WORKS

the cost of coustruotiug a privately owned toll bridge
is from 10 per cent to 25 per cent higher than for a
I)ublic structure.

S. The cost of operation of these two bridges is
declared excessive as compared with bridges built and
operated by the state. The figures are: Combined
annual cost of operating C'arquinez and Antioch
bridges, .*?l,17t).000 : estimated cost if built and oper-
ated by state ((> per cent financing) $918,000.

TOLL CIIARGKS COMPAKKl)

It is declared that average tolls on the Carquinez
P.ridge, until 1!)48 when the bridge becomes free, if
built and operated by the state, would be 44 cents a
veliicle as compared to an average toll of 82 cents,
under present conditions. If financed by the state on
a 4* per cent basis, the average state toll would in
its turn be cut from 44 cents to 38 cents a vehicle.
If the state had financed the San Mateo-Hayward
I'.ridge, an average toll of 15 cents for pleasure cars
and 58 cents for commercial vehicles would operate
and amortize the cost of the structure during the life
of the franchise (1930-1977), as compared with the
following authorized tolls for the private structure :
1930 to 1950, GO cents for pleasure cars, $1.75 for
lommercial cars; 1950 to 1957, 56 cents for pleasure
cars, $1.66 for commercial vehicles; 1957 to 1977,
38 cents for pleasure cars, $1.13 for commercial
vehicles.

HIGHWAYS AND TOLL BRIDGES

Discussing the highway situation generally as it
.ilYects toll roads, the report calls attention to the
fact that in California 95 per cent of the roads and
bridges are owned and operated either by the state
or by counties.

"It should not be necessary nor shoidd private
•capital be allowed," the report continues, "to pick out
advantageous points on the highway system and build
toll bridges or roads that will take profits that would
otherwise tend to lessen the average cost of highway
service on the entire public highway system. * * *

"The economic construction and operation of the
public highway system should be from a standpoint of
the entire state or nation rather than from a local
point of view as a city or county. * * * tj^^
argument that a city or county can make money from
a toll bridge is fimdamentally wrong. It is not eco-
nomically sound that the citizens of one county or
city should travel free on the roads of any other
county or city or upon the state highway system, and
in turn exact a profit from travelers outside of their
boundaries using their roads or bridges.

"The present enormous investment by the public
in state and county highways is being capitalized by
private toll bridge companies."

RECOMMENDATIONS

Specific recommendations included in the report
a re :

Existing laws governing the issuance of franchises
for toll bridges as well as their construction and oper-
ation are obsolete. If it is decided to continue to grant
franchises for toll structures to private parties, it is
recommended that the right to grant such franchise
be vested either in the California Highway Commis-
sion or be made subject to the approval of that body,
and that the rates of tolls be fixed by the Railroad
Commission. The present laws relating to the right
to operate toll bridges and the method of granting
franchises therefor date back to 1872 and 1881. The
report commenting upon this fact says : "No amend-
ments have been made which change the principle of

the application of these laws. They are based upon
the principle of delegating their rights to the counties
and therefore are found to be more or less incom-
patible with the existing idea of a state highway
system."

It is further recommended that the law vesting
authority over franchises in a county on the left bank
descending of a stream be amended, if franchises for
privately owned and operated structures are to be
continued. This provision is declared difficult of
determination in the case of San Francisco Bay.

It is suggested that power be given to the Highway
Commission or to the Department of Public Works
to "locate, design, construct and operate" toll bridges
and to finance the same by issuing income bonds hav-
ing as their sole security the income from tolls.

If the legislature has the power to do so, it is
recommended that legislation be enacted giving the
Highway Commission or the Department of Public
Works authority to acquire existing privately owned
toll bridges by purchase. Methods of acquiring these
bridges are discussed and the conclusion is expressed
that conderan.'ition is the only practical proceeding to
employ. It is pointed out that there is a wide vari-
ance in the value placed upon a structure depending
upon the valuation method employed.

COST OF BRIDGES

It is estimated that the acquisition of all of the
privately owned toll bridges in California, either now
operating or which will be operated in California in
1929 will require a capital investment of $20,156,300,
if the price paid is based on the cost of bridges to the
toll bridge companies. The total cost of reproduction
of all of these bridges by the state is estimated at
$16,250,900.

Computed on state traflSc prediction and a 6 per
cent reinvestment basis, the report finds that the price
of the Carquinez and Antioch bridges would be
$11,846,400 and of the San Mateo-Hayward Bridge,
$14,457,490. Even paying $11,840,400 for the Car-
quinez and Antioch bridges and financing their pur-
chase with 6 per cent bo.nds, the report declares that
the present average toll of 82 cents per vehicle on the
Carquinez Bridge and 84.2 cents per vehicle on the
Antioch Bridge can be reduced to 52 cents and 61
cents, respectively. A substantial reduction can also
be made, the report declares, in the tolls that its
franchise will permit the San Mateo-Hayward Bridge
to charge, when that structure is opened to traffic.

The report calls attention to the fact that not all
of the toll bridges in the state are located upon the
state highway, but that all are more or less important
links of highway traffic. Their acquisition would
accordingly require additional expenditures for con-
nections with the state system. The report discusses
at some length this phase of the subject, and analyzes
the bridge locations both with reference to the service
that it affords travel, and th:> service afforded by
alternate routes. The same analysis is made of pro-
posed toll bridge projects.

TOLL BRIDGES IN CALIFORNLA.
The reiiort is based upon a close study and an
expert analysis of the seven privately owned toll
bridges in California. These include three bridges
owned and operated by the Sears Point Toll Road
Company in Solano and Sonoma counties; two bridges
over the Sacramento and San .Toaquin rivers, owned
and operated by the American Bridge Company, one
known as the Carquinez Bridge, the other as the
Antioch Bridge ; the Dumbarton Bridge crossing the
southerly arm of the San Francisco Bay, owned and
operated by the Dumbarton Bridge Company ; a bridge

(Continued on page 17.)

CAJJFORXIA HIGHWAYS AND PUBLIC WORKS

Investigation Into Financing of

Toll Bridges Asked in U. S. Senate

A CONGRESSIONAL investigation into
methods of financing the construction of
toll bridges is proposed in a resolution

introduced in the U. S. Senate on December
10 by Senator Oddie, of Nevada.

The resolution calls for the appointment of
a select joint committee of three senators and
three members of the House who would be
directed to carry on the investigation and to
report at the first session of the next congress.
Among the phases of the subject which would
be investigated would be the question whether
public or private construction of toll bridges
is most advantageous to the public, and the
degree of supervision which should be exer-
cised by the public over the construction and
financing of bridges erected by private capi-
tal.

The resolution was referred to the Commit-
tee to Audit and Control the Contingent
Expenses of the Senate. It follows in full
text :

Resolved by the Senate (the House of Represen-
tatives eoncurnng). That a joint select committee is
hereby created, to be known as the Select Joint Com-
mittee to Investigate Toll Bridges on the Public High-
ways and Ferries, which committee shall consist of
three Senators who are members of the Committee on
Fost Offices and Post Roads, to be appointed by the
Vice President, and three members of the House of
Representatives who are members of the Committee
on Roads, to be appointed by the Speaker, said
appointments to be made from among those who are
members of the seventy-first congress.

Sec. 2. Said committee shall investigate and report
to the seventy-first congress during its first session
uix)n the following subjects :

1. Whether existing congressional legislation auth-
orizing private companies or persons to build toll
bridges upon the public highways of the United States
adequately provides for the safety and permanence of
such structures erected or to be erected and for their
adequate inspection during construction.

PUULIC COXSTRUCnON SUGGESTED

2. Whether, since all such bridges will ultimately
become the property of the public, it is in the public
interest that it have control over their initial con-
struction and future maintenance.

3. Whether, in view of the fact that under existing
federal highway legi-slation congress has required the
states to agree that the roads shall be free from tolls,
which requirement the states have accepted, it be just
and reasonable to grant franchises permitting a revival
of a system of toll gates in the form of toll bridges.

4. Whether, as currently reiwrted, franchises
granted by congress for the building of private toll

bridges have been sold, offered for sale, or made the
subject of traflScking.

CAPITALIZATION TO BE STUDIED

•5. Whether there has been excessive and extrava-
gant capitalization of toll bridge structures, which is
reflected in the tolls paid by the public and in the
value of the securities purchased by it.

G. Whether the public has demonstrated its willing-
ness and ability to finance the construction of large
bridges on as favorable or more favorable terms than
private interests, and whether in such cases the use
of such structures ultimately is made free to the public
at an earlier period than when constructed by private
capital, although a toll charge for their immediate use
may have been temporarily necessai*y.

Sec. 3. Said committee shall also make investiga-
tion with respect to existing toll bridges on the public
highways and ferries connecting therewith, such inves-
tigation to include the original investment therein,
present value, outstanding securities, rate of tolls,
dividends, salaries, traffic carried, and other related
and pertinent matters ; also the status of franchises
granted, including the activities of agents in procur-
ing such franchises, together with the disposition of
such franchises by sale or otherwise.

New District Equipment

Shops at San Luis Ohispo

New buildings to house the district and equipment
shops are now being constructed in District Five at
San lAiis Obispo on a new site recently purchased by
the state for this purpose.

The new site, containing 5.7 acres located on the
Coast Highway, at the southerly city limits adjacent
to the Pacific Coast Railway freight yeards, one mile
from the center of the city, is considered to be the
most advantageous location to be found in the vicinity
whereon to erect the buildings necessary for maintain-
ing highway equipment. It is the ultimate purpose to
have all district buildings, including administration
office, maintenance shops and storage buildings, located
on the same property.

The first unit of the construction under contract
and under way includes a shop building 100 feet 6
inches by 60 feet and equipment storage shed 192 feet
6 inches by 25 feet, both structures being of timber
frame covered with galvanized corrugated metal.
Additional small buildings will complete the construc-
tion at this time.

O R E G O N — Mountain road contracts totaling
.'?1,42G,000 have been in progress in Rainier National
Park. Beauty spots heretofore to be seen only by
slower means of travel will be visited by thousands of
motorists in 1929.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Highway Research in the United States

T. E. Stanton, Materials and Research Engineer.

FOLLOWING attendance at the Four-
teenth Annual Meeting of the American
Association of State Highway Officials at
Chicago last Novemher the M-riter took advan-
tage of the opportunity to visit the State High-
way Testing Laboratories in ]\Iissouri, Illinois,
and Iowa, as well as the laboratory of the
Portland Cement Association and the Chicago
Paving Laboratory in Chicago, and the lab-
oratory of the American Rolling Mills Com-
pany at Middletown, Ohio.

A vast amount of highway research work
is being done by the United States Bureau of
Public Roads and by many of the state high-
way departments. The Association of State
Highway Officials constitutes the principal
medium for the exchange of ideas and the
coordination of all such activities; in fact,
the general interest wiiich is now being taken
in the subject may be said to date from the
organization of the association, and if this
were the only beneficial result the existence of
the association would be justified.

STANDARDIZING SPECIFICATIONS

Standardization of specifications has re-
sulted and the Department of Agriculture
through the Bureau of Public Roads has issued
Department Bulletin No. 1216 dealing with
the "Tentative Standard Methods of Samp-
ling and Testing Highway Materials as
adopted by the American Association of State
Highway Officials and approved by the Sec-
retary of Agriculture for Use in Connection
with Federal Aid Road Construction."

STANDARDS BETTERED

Before the inception of the policy of federal
aid in road building and the organization of
the State Highway Officials Association there
were many states in which the standard of
liighway construction w'as at an exceedingly
low ebb. Politics dominated to such an extent
that not only were highways being built in
improper locations but millions of dollars
were being wasted on inferior construction.
This situation was of vital concern to the
entire United States, imposing as it did a
heavy burden in operation cost on every
motorist who desired to pass through or visit
points of interest in states where a good road
was an unknown quantity.

Through the magnificent work which has
been done by the Bureau of Public Roads this
situation has been or will very shortly be

entirely cori'ected. The bureau's efforts, how-
ever, would have been much less effective had
it not been for the support and influence of
the state highway officials Avorking through
their national association.

RESEARCH PROJECTS

The report of the research committee, of
which V. L. Glover, Materials Engineer of
Illinois, is chairman, shows 525 research pro-
jects reported completed or in progress by the
various states. It is very probable that more
than double this number have actually been
undertaken, but many in such a small or hap-
hazard way that they were not reported by
the states.

Without doubt there is considerable over-
lapping of research work and a great deal of
money and effort is being wasted by dupli-
cation of projects. One of the main prob-
lems of the research committee is to cooivilinate
the activities of the various states and bring
about a greater degree of cooperation. The
results of tlie major part of the investigations
carried on are seldom published. The value
which might accrue to others is, therefore,
lost, aiid those conducting the work also lose
the valuable criticism wliich publication usu-
ally elicits.

WILL MAKE CONCLUSIONS PUBLIC

It will be the policy of the California Mate-
rials and Research Department to prepare for
publication in the Official Bulletin from time
to time articles dealing with its research ac-
tivities to the end that any knowledge gained
thereby may be made accessible to others.

RESEARCH EXPENDITURES

Over $750,000 was reported by the Bureau
of Public Roads and the State Highway De-
partments as being spent annually on research
work. Without doubt the actual expenditures
by all agencies engaged in this class of work
is well over $1,000,000 per year.

This is but a small fraction of the total
expenditures for road work in the United
States, however, Avhicli are reported to have
been over $1,200,000,000 for 1926 outside of
incorporated cities and national forests and
parks.

VVrORK IN OTHER STATES

While practically all of the states are taking
an active interest in highway research the

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

9

.states of Illinois, loAva, Minnesota, Missouri,
and Pennsylvania have particularly active
departments presided over b}^ capable execu-
tives.

A new building is being erected in Jefferson
City, Missouri, to house all of the activities of
the highway department. The materials and
testing department will occupy the lower or
basement floor of this building.

As in California, a special building has
been erected for the materials department
both at Springfield, Illinois, and Ames, Iowa.

There is a growing tendency to thoroughly
equip and finance the materials and testing
departments in the more important road
building states, thus evidencing the impor-
tance which this branch of a highway organi-
zation is assuming.

WORK IN CALIFORNIA

None of the laboratories visited have any
superiority over California in location and
general set-up. Some are better equipped for
certain lines of testing, but none of the states
have the wdde varietj^ of work carried on in
California and, for that reason, their research
activities are, for the most part, confined to a
narrower field.

Most of the pavement laid during recent
years in Illinois, Missouri, and Iowa has been
of the Portland cement concrete type. Most
of the investigational work carried on by these
states, therefore, has been concerned wnth this
type.

INTEREST IN CALIFORNIA PAVEMENTS

The primary roads in these states, however,
are nearly completed and they now face the
problems of finding a cheap surfacing for
their large mileage of secondary roads.
Increasing interest was found, therefore, in
the investigations which have been carried on
by California in connection with the surfac-
ing of our light traffic highways with what is
known as the California oil mix type. At the
request of the Program Committee the writer
led the discussion on "Bituminous Surface
Treatment of Crushed Rock and Gravel
Roads" at the group meeting on maintenance
and traffic control.

CURING CONCRETE

A number of investigations are being made
by the laboratories relative to the value of
different methods of curing concrete pave-
ments in order to get aAvay from the conven-
tional curing method of wet earth covering
or ponding with water. Many of the eastern
states have adopted calcium chloride or
sodium silicate as the preferred curing agent.
Tests in California, however, where little rain

can be expected during the dry period of the
year, indicate that these methods are not as
effective as water curing.

As in California, most of the eastern states
exercise close laboratory control over the
materials used in concrete construction with
the result that the pavements now being laid
are of a much higher quality than the pave-
ments of but a few years ago.

The practice in Missouri and Illinois is to
drill cores from the pavement from 250 to
500 feet apart for the purpose of accurately
determining the thickness of the constructed
paA'ement and for making strength tests.

COOPERATION IN RESEARCH

It is the practice of the most active of the
eastern and middle western states to main-
tain a close contact with the National
Research Council and to send their material
men to attend the annual meeting of the
council in AVashington. The men from these
states also attend an annual summer meeting
in Washington of the Committee on Materials
of the State Highway Officials Association.
]\Iost of the real conference work of the com-
mittee is done at this special summer meeting.

On account of the distance few of the west-
ern states have sent their material men to
attend the summer conference. In order to
remedy this situation and make it possible for
the w^estern members of the committee to
take an active part in the work it is proposed
to revise the organization of the committee
on materials so as to provide for a western
section to be composed of those members of
the committee representing the eleven Rocky
Mountain and Pacific coast states, as follows :
Montana, Wyoming, Colorado, New IMexico,
Idaho, Utah, Arizona, Nevada, Washington,
Oregon and California.

The western section is to be organized pri-
marily ill order that the members of the com-
mittee representing the eleven western states
may have an opportunity of meeting for the
purpose of discussing methods of tests and
specifications with special reference to their
application in the section of the country which
they represent.

OTHER RESEARCH AGENCIES

The Portland Cement Association has a
building of its own in Chicago and has a fully
equipped research laboratory connected there-
with. This laboratory is in charge of Mr. H.
F. Gonnerman, a specialist in hydraulic con-
crete research. Mr. Gonnerman conducted
the party through the laboratory in Chicago
and participated in a general discussion rela-
tive to the results of some recent tests which
have been conducted both by his association

(Continued on page 36.)

10

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

California State Highway Policies

By C. C. Young, Governor of California

The following- article comprises those portions of the Biennial and Budget Messages of
Governor C. C. Young to the State Legislature of 1929 dealing with the progress of the State
Highway System and the policies that govern its development and administration.

The director of the Department of Public Works
serves as the head and administrative offlcer of the
Division of Highways. The work of road building
in California has of late years properly assumed
very great importance, being only second to educa-
tion in cost, both to the state and to the various
counties. At the beginning of the present adminis-
tration, only about $5,000,000 a year was available
for the construction of new state highways, the bond
issues previously used for that purpose having
been exhausted some years before. The gasoline
tax then coming to the state was used entirely for
reconstruction, maintenance and repair.

Gasoline Tax Allocated by Law. At the 1927
session of the legislature, the Breed Gasoline Tax
Law was so amended as to provide a three-cent
gas tax. Of this, one cent goes to the counties (to
be shared with the cities as may be found desir-
able), one cent goes to maintenance and recon-
struction of state roads, and one cent to the con-
structing of new state highways. A State Highway
Commission of five members, serving without pay,
acting on the basis of facts ascertained by the
engineers, at the beginning of each biennium allo-
cates the funds to various highways of the state.
The percentage of overhead cost is being steadily
reduced, efficiency of operation is being increased,
and it can probably be said that, both in extent
and quality of road construction and in its busi-
ness-like administration, California stands at the
forefront of all the states.

BUDGETING OF HIGHWAY EXPENDITURES

New Budget Policy. Up to two years ago, road
construction was not mentioned in the state budget
except an item of $20,800 per year for the salaries
of the highway commission and highway engineer.
The 1927 budget, however, published not only an
estimate of highway expenditures for the succeed-
ing biennium, but also gave a list of specific ex-
penditures proposed for reconstruction of state
roads. This marked the inauguration of a new
policy in state highway affairs in California, that
of frankly telling the public in advance of expendi-
tures just where and how it is proposed to spend
highway funds.

Original Gasoline Tax Plans. The maintenance
and reconstruction program in this first budget
involved total expenditures of $27,100,000, a like
amount being allotted to the counties as their share
o': the two-cent gas tax. Supplemental allotments
of increased revenue and savings on contract
awards brought the total of this budget to $28,-
577,517 for the biennium.

Highway Funds Total. In January, 1928, the
additional cent gas tax for the construction of new
roads became effective, and a detailed budget of
the new roads proposed, and the amount to be
spent on each, was at once published. This budget
allocated $15,100,000 for new construction, this
being the estimated availal)le income from the one-

cent gasoline tax for the eighteen months of the
biennium during which the new law was effective.
The budget for expenditures of federal road money
(Third State Highway Fund) totals $5,582,834.
The total of the budgets of all these state high-
way funds for the present biennium, therefore,
aggregated $49,260,351. This does not include the
money turned over to the counties for highway
purposes, which aggregated $26,000,000, and which
was included in the budget, since it represents an
allocation of revenue raised through state law.

Budget for Next Two Years. The budget for the
1929-1931 highway program with the funds specifi-
cally allocated for new construction and recon-
struction has been completed, and is being sub-
mitted in the accompanying budget message. The
highway program of the state has become so
important, and the sources of its revenues are so
distinct that, for the sake of convenience, it has
been thought wise to segregate the highway budget
from the budgets of expenditures for educational
and for general purposes. Field work looking to-
ward the preparation of the highway budget for
the biennium of 1931-1933 has already been begun.

Highway System to Date. There are now 6565
miles authorized as the state highway system, 4273
miles being of primary and 2292 miles of secondary
roads. Of this mileage 2465 are graded and paved;
1350 miles are graded and surfaced; 517 miles are
merely graded and not yet paved or surfaced;
while 2233 miles have as yet had no work done
upon them by the state.

POLICY AS TO NEW STATE ROADS

Policy as to the Inclusion of New Roads in the
State System. At this time it will be necessary to
establish some policy relative to the inclusion of
new roads within the state highway system. There
is a certain "orphan" section of highway which, by
error in description, by oversight, or through other
fault, was not included in the state system when
the parent roads were designated as state high-
ways. This probablj'' should be annexed to the
present system at once. It comprises about 5 miles.
But aside from this I am very doubtful whether
other additions can be made just now without dis-
rupting our entire highway program.

Method, Priority and Time of Adding New
Roads. There are certain other roads, now a part
of county highway systems, that are largely de-
voted to state rather than local uses. These roads
clearly have prior rights to become a part of the
state system, when that system is expanded. The
question now is as to when such transfer should
take place. I would suggest to the Director of
I'ublic "Works that during the next two years he
make a comprehensive traffic study of those county
highways in California which now serve as arterial
highways, or of routes not now in the state sys-
tem of probable arterial value, to determine what
roads should be added to the system, and the order
in which they should be added as detemined by

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

11

state use and traffic needs, togethci- with an esti-
mate of the probable time when such roads can be
inckidcd in the state system -without imposing an
impossible burden on that system.

Recommendation of Department Necessary. No
Governor should be asked or expected to sign a
bill providing for the extension of the state high-
way system, except upon recommendation of the
Department of Public Works — a recommendation
in its turn based upon a careful study of traffic
requirements and highway use, in line with the
broad general policy of long-time planning. Any
other plan will break down our program of high-
way construction and will savor of political ex-
pediency rather than of safe and business-like
procedure. Whatever policy may be adopted must
be based on traffic and not political pressure.

HIGHWAY AND BRIDGE CONSTRUCTION

Moneys Distributed as Required by Law. Par-
ticular attention is being given to increasing the
volume of winter highway work as a means of
assisting in the relief of seasonal unemployment.
Allocation of funds, both for new construction
and for reconstruction, has been made in strict
accordance with the Breed bill. In this connection
it should be clearly understood that a balance as
between construction expenditure in the northern
and the southern group of counties can not eco-
nomically be maintained on a day to day, week to
week, or month to month basis. In the northern
counties work must be largely prosecuted during
the summer months, if due regard is to be given to
economy in construction. The southern group of
counties offers advantages for winter work, work
highly desirable because of the aid to seasonal
unemployment that usually prevails during the
winter months. Accordingly during the summer
the northern group of counties will inevitably show
a greater ratio of expenditure than the southern
group, while in the winter conditions will be re-
versed. A bienninal financial balance, however, is
entirely possible and will be maintained.

Volume of Work. The importance to California
of state highway expenditures is shown by the fact
that the volume of these expenditures authorized
to date (January 7th) for the biennium reached
the huge total of $41,346,184. This money is dis-
tributed all over California, furnishing a large,
immediate market both for labor and goods, as
well as contributing to the future development of
the state.

Toll Bridges. The policy of the state can be
expressed as opposed to privately owned and con-
trolled toll bridges on the state system of high-
ways, but not opposed to publicly constructed,
owned and operated toll bridges where adequate
public funds are not now available for the con-
struction of free structures. In all cases, however,
the aim will be to amortize these investments as
rapidly as possible, in order to be able to turn
them over to the public, free from all tolls, at the
earliest possible date.

HIGHWAY SAFETY AND BEAUTIFICATION
Increasing Safety of Highways. Increased at-
tention is being given to make the highways of
the state safer for travel. This is being accom-
plished through the elimination of dangerous
curves; the separation of railroad grade crossings;
striping the highways and thus providing defined
travel ways; the abatement of the dust danger
through oiling operations; betterment in align-
ment; more adequate protective signing; reduc-

tion in the crown of roads; increase in road
widths; filling borrow pits; increase in guard rails,
etc.

Wider Rights of Way. During the present bien-
nium, substantial progress has been made toward
securing the 100-foot right of way as the minimum
requirements of all main north and south state
highways and on all other important arteries of
travel. Notable examples of highways where the
minimum right of way of 100 feet has been ob-
tained are the Foothill Boulevard in Los Angeles
and San Bernardino counties, and the Bay Shore
Highway in San Mateo County. On practically
every road which was built or reconstructed dur-
ing the present fiscal year the ultimate width de-
sired for right of way was obtained before con-
tracts were let.

Highway Beautification. A definite campaign
which is winning widespread support has been
launched to save the scenic values of highways,
by preventing their injury through unsightly road-
side structures and by billboards which, while
properly situated in commercial areas along high-
ways, yet have no place along our scenic roads.
Study of the highway system is being made to
determine those areas of particular scenic charm,
recreational value and historical interest, lying
adjacent to the highways, that should be pre-
served. Model sections are being planned at
various points to show planting methods by which
roadside beautification can be accomplished. An
effort has been made to assist in the "Save the
Beaches" movement, and care has been given to
the preservation of roadside trees and shrubs and
other trees, of unusual interest or importance, al-
though growing off the highway right of way.

PRISON ROAD CAMPS
Original and Purpose. Convict labor on high-
ways is no longer an experiment in California. It
has been in existence for fourteen years, being
first authorized by the legislature of 1915. Al-
though such labor costs practically the same as
road building by contract, it has more than justi-
fied itself by the good it has done for the prisoners
themselves. The work is for the most part in
rough mountain country, and the men are practi-
cally unguarded; yet attempts at escape are very
few, as are also the numbers of former road camp
prisoners who drift back into crime after their
release.

Convict Road Projects. The number of convict
highway projects is now eight as compared with
three such projects during the winter of 1927-1928.
The expansion of convict camp work has meant
the average employment on highway work from
March 1, 1928, to December 1, 1928, of 490 prison-
ers. This has relieved the state of a considerable
burden of expense in the maintenance of prisoners
in San Quentin. It is estimated that the average
employment of 650 convicts on road projects
saves .$150,000 a year in their prison upkeep, be-
sides doing immeasurable good in so rehabilitat-
ing them physically and mentally as to enable
them to "go straight" at the expiration of their
term. The small percentage that return to crime
after a road camp experience is very gratifying.

Nearly Six Hundred at Work. There were 571
prisoners at work on state highways on December
1. 1928, all of them being paid a small wage for
their work. Out of the earnings of the prisoners,
a substantial sum has been allotted by them to
the care of dependents. Those without dependents
save something to aid them in starting life anew.
It is worthy of note that out of every one dollar

12

CAIJFONXIA HKiHWAYS AND PUBLIC WORKS

spent on convict highway projects approximately
eighty cents goes directly or indirectly to free
labor.

BUDGET MESSAGE TO THE LEGISLATURE

In his budget message Governor Young dis-
cussed state highway matters as follows:

In order that those directly interested in state
expenditures for highway purposes may find in
one section all such items, the expenditures for
highways have been segregated to comprise a
separate highway budget. The highways of Cali-
fornia now receive the largest portion of the state's
funds, when state-aided county roads are included.
Highway expenditures at the present time amount
ti) 44 per cent of the total budget.

California spends vast sums upon her highways
and does so at the dictum of her people, who
appreciate fully the value of good roads in the
development of the state. Revenues for state
highway construction come mainly from the gaso-
line taxes wliich the people have voted and which
seem to find universal approval, although there
are considerable contributions to these revenues
from automobile licenses and from the tax fran-
chise imposed upon commercial automotive ve-
hicles. The Governor has no control over these
funds, even the allotment of them being appor-
tioned by law. The budget for the coming bien-
nium reaches the total of $106,432,790.

This sum includes every expenditure for high-
way purposes, whether disbursed directly by the
state, or indirectly through the agencies of the
counties. Statute requirements are that one-
half the original gasoline tax of two cents per
gallon, less the cost of collection, shall be turned
over to the counties. The same law applies to the
revenues received from ":ie annual issue of auto-
mobile licenses and th« gross receipts tax levied
upon commercial vehicles. The state receives in
addition to its half of these funds, all the one-
cent gasoline tax, but must spend it for new con-
struction only. The state also receives additional
revenues from federal aid.

The Highway Budget, therefore, is more a
budget of and by the legislature, than a product
of the Governor's office, but is included herewith
in keeping with the general plan that every dol-
lar of state expenditure shall be shown in this
documents. I congratulate the legislature that
its plans for highway financing have been
thoroughly successful, and that through the
moneys now received an orderly program of
maintenance, reconstruction and new construc-
tion of highways in California cari proceed at
good speed without recourse to bond issues.
Your attention has been directed to the great sav-
ing effected through the "iiay-as-you-go" plan of
financing new road construction, as compared
with the old bond issue method.

PAST AND PRESENT METHODS OF FINANCING
HIGHWAYS

It is pointed out in my message covering the
entire budget that if the $27,400,000 of proposed
expenditures for new highway construction in the
next biennium had been provided by the issuing
of bonds maturing over a period of forty years, at
4i per cent interest, the construction eventually
would have cost the people of the state $51,272,250.
The total highway bonds amounting to $73,000,000
which already have been voted by the people dur-
ing the past years for highway construction will
cost $153,869,913 when all of the interest has been
paid and the bonds finally redeemed.

The wisdom of the legislature in proposing and
ent'cting a tax on gasoline, which all users of the
highway pay in proportion to their enjoyment of
the benefits of these good roads, has been amply
demonstrated. Construction through bond issue
re\enues increase such cost by 100 per cent. At
the time of the beginning of the state highway
system, when automotive equipment was in its
infancy, the bond issue plan was the only one
open to us. The immense growth of the use of
gasoline-propelled vehicles and the consequent
forging to the front of this fuel, permitted the
employment of this special form of tax, with
which to finance the highways necessary for the
economical operation of such vehicles. The ex-
periment has been so successful, the tax so easy
of collection, the fairness of it so universally con-
ceded, and the saving so great over the previous
method of financing, it is most improbable that
the people of California will ever revert to the
issuance of interest-bearing securities for an en-
terprise of this character.

I pointed out in my message upon the General
Budget that at the beginning of the present ad-
ministration, only about $5,000,000 a year was
available for the construction of new state high-
ways, the bond issues previously used for that
purpose having been exhausted some years before.
The gasoline tax then coming to the state was
used entirely for reconstrviction, maintenance and
repair.

At the 1927 session of the legislature, the Breed
Gasoline Tax Law was so amended as to provide
a three-cent gas tax. Of this, one cent goes to
the counties (to be shared with the cities as may
be found desirable), one cent goes to maintenance
an J reconstruction of state roads, and one cent
to the constructing of new state highways. A
State Highway Commission of five members, serv-
ing without pay, acting on the basis of facts
ascertained by the engineers, at the beginning of
each biennium allocates the funds to various high-
ways of the state. The percentage of overhead
cost is being steadily reduced, efficiency of opera-
tion is being increased, and it can probably be
said that, both in extent and quality of road con-
struction and in its business-like administration,
California stands at the forefront of all the
states.

CALIFORNIA'S FIRST HIGHWAY BUDGET
Up to two years ago, road construction was not
mentioned in the state budget except by an item of
$20,800 per year for the salaries of the highway
commission and highway engineer. The 1927
budget, however, published not only an estimate
of highway expenditures for the succeeding bien-
nium, but also gave a list of specific expenditures
Ijroposed for reconstruction of state roads. Thia
marked the inauguration of a new policy in state
highway affairs in California, that of frankly tell-
ing the public in advance of expenditures just
where and how it is proposed to spend highway
funds.

The maintenance and reconstruction program in
this first budget involved total expenditures of
$27,100,000, a like amount being allotted to the
counties as their share of the two-cent gas tax.
Supplemental allotments of increased revenues
and savings on contract awards brought the total
of this budget to $28,577,517 for the biennium.

In January, 1928, the additional one-cent tax
for the construction of new roads became effec-
tive, and a detailed budget of the new roads pro-
posed, and the amount to be spent on each, was

(JAIJFOKNIA HIGHWAYS AND PUBLIC WORKS

13

at once published. This budget allocated $15,-
100,000 for new construction, this being the esti-
mated available income from the one-cent gaso-
line tax for the eighteen months of the biennium
during which the new law was effective. The
budget for expenditures of federal road money
(Third State Highway Funds) totals $5,582,834.
The total of the budgets of all these state highway
funds for the present biennium, therefore, aggre-
gated $49,260,351. This does not include the
money turned over to the counties for highway
purposes, which aggregated $26,000,000, and which
was included in the budget, since it represents an
allocation of revenue raised through state law.

The budget for the 1929-1931 highway pro-
gram, with the funds specifically allocated for
new construction and reconstruction, is here pre-
sented. Field work looking toward the prepara-
tion of the highway budget for the biennium of
1931—1933 has already commenced. In all these
the allocation is on the basis of traflic needs as
determined by the Highway Coinmission, while
tliG quota allotment as to the two ends of the
state has been scrupulously followed.

There are now 6565 miles authorized as the
state highway system, 4273 miles being of primary
and 2292 miles of secondary roads. Of this mile-
age 2465 are graded and paved; 1350 miles are
graded and surfaced; 517 miles are merely
graded and not yet paved or surfaced; while
2233 miles have as yet had no work done upon
them by the state.

The steadily growing costs of highway con-
struction are shown by the following table show-
ing budget totals and percentages of growth by
bienniums:

Fiscal years of
bienniums

Date limits
of bienniums

Total expenditures
for biennium

Percentage
of Increase

7.5th and 76th _

102.3-1925
192.5-1927
1927-1929
1929-1931

$48,171,317 48
69,132,927 74
90,942,342 88

106,432,790 00

7 7th and 78th

79th and 80th

Slst and 82d

43.51
31.55
17.03

Xo one objects, however, to these costs, partly
because they are entirely borne by the users of
the highways; partly because it is only proper
that all the money coming from gasoline taxes
and license fees should go to this purpose alone;
partly because the public is convinced that our
highways are being built in an efficient, economi-
cal, and business-like manner, with a minimum
of overhead cost; and, finally, because our people
are satisfied that California can have no greater
asset than a well-planned, well-constructed, per-
manent system of state roads.

The train halted for a moment. A traveler reached
out the window, called to a boy and said, "Here, son,
here's 50 cents ; get me a 25-cent sandwich and one
for yourself." Just as the train started to pull out,
the boy hurried up to the window and shouted "Here's
your quarter, mister. They didn't have but one sand-
wich."

PENNSYLVANIA — More than a thousand miles
of old stone roads have been reconditioned at
moderate cost by applying two inches of new stone,
rolling, adding tar. and then blading and rolling while
tar is stiffening.

SCENIC DIKE ALONG

KINGS RIVER HIGHWAY

SAVED FOR PEOPLE

[From the Fresno Bee]

Forming the first spectacular approach to the
Kings River Canyon on the new highway, for
which location plans are now being completed, a
great limestone dike that rises in a knife edge
from the river just north of the Horseshoe Bend,
will be preserved forever in its natural beauty,
the Fresno County Chamber of Commerce was
informed today by the National Forest Service.

The right to file on property in this area has
been withdrawn by the forest service at the
request of the chamber under an act of June
25, 1910, and June 10, 1920. The dike is the
location of the famous Boyden Cave.

The new highway will be constructed by con-
vict labor. The convict camp will be established
on completion of the survey probably in the
spring or early summer, according to Bert B.
Meek, chief of the State Division of Public
Work«. Funds for operating the camp are
obtained by special appropriation for the con-
vict road building program.

Torches Are Used to

Clear State HigJiway

[From the San Bernardino Sun]

Unique use of road torches has been discovered by
the State Highway Commission, according to E. Q.
Sullivan, di.strict engineer. In addition to the use for
which they were originally designed, melting down the
bumps in asphalt paveftient preparatory to smoothing
them out, they can be used to advantage in melting
away ice on the roads in the mountain districts.

This new use was first discovered last winter when
one of the oil-burning road torches was used to melt
ice which had formed on the highway in the "blue cut"
in Cajon Pass. The Highway Commission now has
two of these torches and yesterday a third was ordered
at the request of Ben Bond, foreman of the Crest
route, who believes a torch can be used to advantage
on the road between Crestline Village and Squiri-el
Inn, where a heavy coating of ice forms during the
winter months.

Mr. Sullivan explained that the torches cannot be
used to clear the road of snow as well as ploughs, but
they were very successful last winter in keeping the
Cajon road clear of ice.

1928 ROAD DEVELOPMENTS IN
CALIFORNIA

(Continued from page 4.)

struction activity on the Pacific coast, hence
the competition among contractors is very-
keen.

With assured finances and a healthy con-
tracting- organization, it appears that high-
way construction in this state will proceed
under favorable conditions for a number of
vears.

14

CALIFOR^'IA HIGHWAYS AND PUBLIC WORKS

Traffic Stripes on Highway's Edge

THE TRAFFIC STRIPES recently
painted on the section between the
Herndon Bridge and Madera, have
resulted in a popular demand for more of the
same.

The pavement is 20 foot asphaltic concrete
built in 1928. The striping consists of a white
line 6 inches wide along each edge of the
pavement and an orange line in the
center. Oil mixed rock borders blended in so
closely with the pavement that the edge of the
roadway was hard to distinguish before the
stripes were painted. The present lines define
the traffic lanes and tend to speed up traffic
considerably, particularly at night.

The orange line appears to have better visi-
bility at night and in the fog. The white line
along the edge is of particular advantage
when meeting traffic as it defines the edge of
the roadway and is always visible even when
meeting a car with glaring headlights.

The center line draws traffic toward the
normal driving lane and the side lines act to
some extent in keeping it off the shoulders.

The side lines are more spectacular and
therefore cause more comment, but District
Engineer E. E. Wallace states that the center
line is indispensable and the side lines are a
great convenience. There is no question but
that they add materially to the safety, speed
and comfort of the traveling public.

The equipment used in marking the high-
way is a light truck and a Simons Paint
Machine. The costs on this work vary accord-
ing to the type and condition of the surface.
A fairly open, porous surface will require as
much as 18 gallons of paint per mile while a
smooth, "close" surface will use about 13
gallons.

Where it is necessary to mark the line before
painting, the cost of moving to the job, labor,
equipment rental and supplies is about $15
per mile of line. Where marking in advance
is not re(|uired, the cost is from $5.25 to $6.35
])er mile. This makes the total cost range
i)etween $35 and $55 per mile of line.

View showing border stripe.s.

NEW YORK — In the Adirondack region traffic is
largely for pleasure, and good stone is plentiful. These
two factors combine to make bituminous macadam the
most practicable type of road surface, a large mileage
of which is being added each year.

HIGHWAY STRIPES ARE

LAUDED BY DRIVER FOR
SAFETY ACCORDED TRAVEL

Corcoran, California, December 24, 1928.

California Highway Commission,
Sacramento, California.
Gentlemen:

Before I get out of the notion (which we so
often do when in the mood to give credit to
those who deserve) let me say that whoever
inaugurated the idea of painting a wide yellow
stripe down the middle of the highway and
also when to this protecting line was added a
white stripe painted along each edge of the
highway such as I noticed in the neighborhood
of Fresno, hit the safety idea right on the nose.

I recently made a night trip from Corcoran
to Modesto and returned in the night, the round
trip being made In a thick, heavy fog. I was
able to jog right along and make good time in
this dense fog at night, where the stripes
guided me, with my windows frosted and
foggd over badly. All other traffic moved
along fine, but when we hit an unstriped high-
way, the timid dropped out one by one until
dozens stood alongside the highway with their
lights lit waiting for their nerve to pick up or
the fog to lift or daylight to break. You know
how pleasant that is. Those of us who abso-
lutely had to move under such conditions drove
blind and depended upon the quickness of our
eye and hand.

If you are trying out this above safety idea
I for one will say you are certainly doing the
most important thing imaginable to keep traffic
moving, and safely, in the foggy season of the
year. It is also of almost as much benefit to
night or day drivers the entire year around.
I'm a one-time railroad train dispatcher, and
safety first ideas are inborn. Those stripes on
the highway, or which there are far too few,
immediately struck me as one of the most prac-
tical and effective of any of the many safety
devices yet employed to promote the safety of
night and bad-weather drivers.

Yours very truly,

C. N. HAYES.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

15

California Given

$2^95,3^5 Federal

A id Road Funds

A total of $73,125,000 was apportioned by the
Secretary of Agriculture for federal-aid highway con-
struction for the fiscal year commencing next July 1,
it was announced December 29 by the Department of
Agriculture. The full text of the announcement, con-
taining the allotments of federal-aid funds among
the states and the Territory of Hawaii for the coming
fiscal year, follows :

This apportionment has been authorized by Con-
gress for continuing the federal-aid program, and the
funds will be expended according to the same provi-
sions which have governed past expenditures. In gen-
eral the states pay half the cost of federal-aid con-
struction. Federal-aid funds are administered by the
Bureau of Public Roads and are available only for
routes on the federal-aid system, which includes the
main highways of the Nation.

During the last fiscal year improvements were com-
pleted on S184 miles of federal-aid road which had not
previously been improved with federal assistance, and
advanced stages of improvement were completed on
2014 miles.

The apportionment is as follows :

Alabama, $1,554,221; Arizona, $1,061,111; Arkansas,
$1,284,382; California, $2,495,345; Colorado $1,388,755;
Connecticut, $477,110; Delaware, $365,625; Florida,
$909,235; Georgia, $1,980,443; Hawaii, $365,625.

Idaho, $933,902 ; Illinois, $3,118,949 ; Indiana, $1,917,-
036; Iowa, $2,020,861; Kansas, $2,058,305; Kentucky,
$1,417,634; Louisiana, $1,026,696; Maine, $678,501;
Maryland, $633,615.

Massachusetts, $1,090,077 ; Michigan, $2,204,966 ;
Minnesota, $2,108,104 ; Mississippi, $1,311,391 ; Mis-
souri, $2,392,021 ; Montana, $1,554,060 ; Nebraska, $1,-
586,299; Nevada, $960,375; New Hampshire, $365,625;
New Jersey, $937,434; New Mexico, $1,189,085.

New York, $3,617,748; North Carolina, $1,716,919;
North Dakota, $1,197,586; Ohio, $2,754,446; Oklahoma,
$1,748,857; Oregon, $1,191,989.

Pennsvlvania, $3,325,854 ; Rhode Island, $365,625 ;
South Carolina, $1,061,447 ; South Dakota, $1,229,282 ;
Tennessee, $1,609,662 ; Texas, $4,531,162.

Utah, $848,592 ; Vermont, $365,625 ; Virginia, $1,-
433,405 ; Washington, $1,149,489 ; West Virginia, $796,-
408 ; Wisconsin, $1,854,580 ; Wyoming, $939,536 ; total,
$73,125,000.

DO YOU REMEMBIHl WHEN ?

[Prom the Orland Unif]

B. B. Meek, director of the State Department of
Public Works, estimates that about $1,700,000 a year
will be available in each of the secondary road dis-
tricts of the state, northern and southern, for the com-
ing six years. Does anybody present remember when
road work depended chiefly upon poll taxes, and the
big part of it was "worked out" by some one who had
nothing in particular to do? In those days rails from
a convenient fence were quite handy in boosting a
wagon wheel out of a mud hole.

Courtesy of Highway
Employee Praised By
Newspaper Columnist

[From Rad's Ramblings in the Merced Sun]

We have additional reason for endorsing the work
of the State Highway Commission, that gang of Bert
Meek's that is making California highways the admii-a-
tion of the tourist world. We mean an additional
reason to the ordinary ones which include the conven-
tional efficiency and all that sort o' thing.

We were motoring toward the beautiful mountains
of Mariposa the other day, and you know if you've
ventured up that way of late that the highway gang
is straightening curves and widening the highway on
that section of the road from Yosemite to the sea. We
got up there about where Ben Coruett enjoys the
blessings of bachelorhood and where the aforesaid
highway gang operates a steam shovel or two. They
have the highway rather mussed up in two or three
places, and we were proceeding blithely on our way
with our much better half and as Harry Lauder puts
it, we were just talkin' and speakin' to one another
when all of a sudden we mounted a small hill and met
up with a huge steam shovel which was cavorting
around in a most menacing manner. That steam
shovel looked about as big as the Tioga hotel. We
might have dodged the shovel all right, but a member
of the highway crew came running toward us waving
his arms. We had already stopped to take a survey
of the situation. The man said, "Back your car down
that hill and wait!" meaning the hill we had just
negotiated. We got out of the car and said to the
highway workman, "Brother, if you want that car
backed down that hill, you'll have to do it yourself.
We're rather new at driving and thought we did pretty
well to get up the hill. Rather than take a chance
on backing it down we woiild prefer to mix it with the
steam shovel." The man grinned and hopped in our
car and backed it down, and everything was happy and
friendly. When the big steam shovel got through
swinging its tonneau around the fellow gave us the
high sign and we traveled onward and upward.

We don't know who that highway workman is, but
we're in favor of his promotion.

An association has been formed in Indiana to pro-
mote the construction of a 30-foot paved road from
Lake Michigan to the Ohio River, opposite Louisville,
Kentucky. Provisions will be made for sufficient
right of way to permit building a 60-foot pavement
later.

Asserted Gasoline

Thieves Arrested in
Chase Over Desert

SAN BERNARDINO— Accused of the theft of 20
gallons of gasoline from a crew of the State Highway
Commission at Cronese Valley, along the Arrowhead
trail, Elix Weigh, 19, and William Cherepkai, 18, were
brought to the county jail yesterday from Yermo by
Constable Tom Williams under sentence of 180 days.

The arrest of Weigh and Cherepkai followed a
chase of over 30 miles across the desert by members
of the State Highway crew. In addition to stealing
gasoline Weigh and Cherepkai are asserted to have
disabled the gas lines of tractors used in road work
and caused a two-day layoff of the road crew while
the machinery was being repaired.

CALIFORNIA HIGHWAYS AND PUBLIC WORKf^

Bayshore Highway
Construction Proves

Gigantic Project

THE BAYSHORE HIGHWAY, between
San Francisco and South San Francisco,
three and one-half miles under contract
to H. W. Rohl for grading and surfacing, is
progressing rapidly.

The main feature of this contract is the
grading Avhich, due to heavy slides, involves
the excavation of nearly a million cubic yards
of material. The new road cuts through two
liills, the larger one with a maximum center
line cut of 86 feet, and involves a long fill
across the marsh adjacent to the Guadalupe
Canal. This fill has proved to be a difficult
piece of work as it is over a great depth of
soft mud, the eroded material from the hills.
The heavy fill displacing the mud, as antici-
pated, causes movement, often 400 to 500 feet
away from the roadbed. During this work,
the existing highway was displaced and
tipped so that it lay at an angle, with one end
elevated at least seven feet. The Spring Val-
ley Water Company's pipe, placed on piles,
was moved over a foot out of line, and much
remedial work was necessary, dragging out
surplus mud and building rOads and counter
weight fills.

One surprising feature is that the move-
ment of the mud displaced by the fill often
did not show for a considerable distance, in
some cases, moving under the existing road,
several hundred feet away, before showing on
the surface of the marsh.

The cuts have been opened, the first hill
at Visit acion Point having been roughly
finislied, and the heavy cut at Sierra Point is
well started.

A reinforced concrete subway, 123 feet
long, 20 feet clear width and 22 feet six
inches clear height, for use of a Southern
Pacific Railroad spur track, has been com-
pleted. A massive rubble masonry wall on a
concrete base has been built to protect the
highway from a slide at the same time pro-
tecting a section of a forty-four-inch water
main. The wall involved the placing of 2700
cubic yards of rubble masonry, 480 cubic
yards of Class "A" concrete and 1250 cubic
yards of Class "C" concrete.

The traffic has been well taken care of under
the circumstances and few complaints have
been received despite the fact that this road
is very heavily traveled by both commercial
and passenger cars.

Feather River Road
Work Described by

Convict Worker

[The following article was written by one
of the prisoners assigned to this work.]

GRADE WORK on the Feather River
Highway, in Butte County, under the
supervision of Mr. Ed Rawson and a
corps of experienced subforemen, is showing
marked progress. Already nearly three miles
of actual grade work is in evidence. Much
rock wall and culvert work is completed. At
one station on this stretch of new highway
there has been constructed one of the largest
concrete arch culverts in the state. This
structure is located near the mouth of the his-
toric Potter's Ravine, and just above where
it empties into the beautiful Feather River.
Two gas shovels of large capacity are digging
their Avay through mountains of dirt and hard
rock, and are keeping a fleet of iron mules
(tractors) and dump trucks busy hauling the
surplus dirt and rock to locations where fill-
ing is necessary.

Actual grade work on this piece, of high-
way started about the 15th of July, 1928.
The camp, a new one of all wood structure, is
conveniently located and has accommodations
for 150 men. Known as Camp No. 17, at
Oroville. California, it is one of a number of
day labor camps that are now operating
throughout the state, under the jurisdiction
of the Department of Public Works, Division
of Highways, State of California, and employ-
ing convict labor. At present there are in
this one camp 100 convicts working.

This new stretch of road that runs parallel
with the beautiful Feather River for miles, is
marked by nature's green mansions, historical
monuments, entrancing views of mountains
and valley, including the beauties of the
country for miles around.

This artery Avill connect with the Forest
Highway from Quincy to the Nevada state
line, leading to Reno and eastern points, and
will be a delight to the thousands of motor-
ists who will use this mountain road on their
way to and from many of America's attrac-
tions.

The remainder of the Bayshore Highway to
San Mateo is open to travel and is an ideal
stretch of level highway with an excellent oil
macadam surface.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

HIGHWAY DEVELOPMENT IN
INYO COUNTY

(Continued from page 3.)

fourths to one gallon of "medium" oil, the
quantity being gauged by the varying thick-
ness of the surface.

The foregoing treats of oil processing done
under specific maintenance, as applied to
treatment of surfacing materials of crushed
rock, decomposed granite and volcanic cinders,
in many cases the subgrade being treated
without any preparation, and does not include
Diaz Lake-Alabama Gate, and Big Pine-Tin-
nemaha contracts, aggregating 18-| miles of
standard construction of a rock base with a
3-inch top course of oil mix.

It is worthy of note that there was no oppor-
tunity for tlie proper grading for an oil mix
and the requirements of the laboratory were
observed only so far as the grading could be
corrected from such materials as were imme-
diately at hand.

The stretch of 10 miles of volcanic cinders
north from Independence was surfaced in
192-t. A clay binder was iLsed which disap-
peared in dust, resulting in a loose, dusty,
apparently wornout surface impossible to
maintain. The penetration treatment of 1926
disappeared in the course of a season and it
is a remarkable coincidence that in 1927 the
laboratory test revealed an ideal grading for
the oil mix. It may be added that this stretch
is conceded by engineers familiar with the
results of the road mix to compare favorably
witli the best of the oiled roads throughout the state.
The fact that a shallow course of oil mix averaging
possible 3 inches of light porous volcanic cinders on a
sand subgrade can withstand heavy trucking at a
maintenance cost so low as to be negligible should be
a not unworthy chapter in the results of oil treated
roads.

In the foregoing recital of the results of "hit or
miss" methods, no challenge to the precepts of the
Materials and Research Department is intended. Satis-
factory results are often thus obtained and why should
this be altogether strange? Contentions relative to
methods of construction, specifications, materials, etc.,
are no less in accord with the theories of today than
they were with the theories of yesterday. Engineers
are divided in opinions ; one class ignoring established
principles, while another maintains that the funda-
mentals are sacred and must be respected.

In addition to the surfacing improvements were
radical alignment changes and relocation, the con-
struction of a steel bridge by the city of Los Angeles
over its aqueduct near Georges Creek, and a rein-
forced concrete span across a spillway of the acque-
duct at the Alabama Gate, constnicted jointly by the
State and the city of Los Angeles.

Thus have convenient transportation facilities been
affoixled the towns of Lone Pine, Independence, the
county seat of Inyo County, Big Pine and Bishop;
highway improvements which have a tendency to a
better understanding of the citizenship of the valley
with each other with corresponding closer relation-

ship in both social ami businests life. The oiled .surfaced
main streets traversed by the state liighway insures
added civic pride as evidimced by the activity of ihe
re.sidents of Lone i'ine, wiio, wiUi the cooperation of
the board of supervisors and the city of Los Angeles
have kept pace witli tlie state by extending the oiled
surface to the siihnvalk curb at tlic s.nne time ins, ail-
ing a modern electrolier system of siieet lighting.

Owens ^'al)ey, the gateway to "East of the High
Sierras,'' a most alluring empire of the "open si)ac: s"
has been served, to be followed by intensive mainte-
nance and also by constrnctiou refinements from time
to time a.s warranted by travel conditions, a jjolicy of
stage construction still recognized as being sound and
economic.

Contracts are being advertised as rapidly as the
conclusion of preliminaries will permit of, for oiled
surfaced roads of standard width on permanent loca-
tion south coniimiously from Lone Pine and northLU'ly
from Mojave.

Day by day the trip to tlie high Sierras is made
with greater ease and comfort to soul, body and car,
and the dreams of its patient jieoplo of thc' ultimate
discovery l)y the outside world of this, the Switzerland
of America, is fast becoming a renlitv.

TOLL BRIDGE REPORT SUB-
MITTED TO LEGISLATURE

(Continued from page 6.)

owned and operated by the California-Arizona Bridge
Company, crossing the Colorado River about 3i miles
east of Blythe in Riverside County, and knowii'as the
Ehrenberg Bridge ; a bridge now being constructed
across San Francisco Bay between Sau Mateo and
Ilayward by the San Francisco Toll Bridge Company
and which is to be known as the San Mateo-Hayward
Bridge. A complete report on the promotion, financ-
ing, type of structure, construction and operation of
the structures is made. All these bridges with the
exception of the Ehrenberg Bridge are located in the
vicinity of San Francisco Bay.

In addition proposed toll structures are which
franchises have been asked are listed. These include :

Bridge across San Pablo Bay, from a point near
Richmond to a point near San Rafael ; O. H. Klatt,
franchise applicant.

Bridge crossing San Francisco Bay from a point
opposite Albany in Alameda County to a point near
Tiburon in Marin County ; franchise granted to T. A.
Tomasini by Alameda County.

Thirty-nine applications to bridge San Francisco
Bay from San Francisco to some point in the East
Bay cities.

Applications to bridge the Golden Gate.

Effort to secure a franchise for a toll bridge across
San Diego Bay from San Diego to Coronado.

The report analyzes these various proposed projects.
The conclusion is expressed that the San Francisco
Bay Bridge from San Francisco to Alameda is feasible
only if publicly financed and constructed.

A Houston, Texas, sign painter says our danger
signs are based upon a wrong psychology.

Tell a man to "Stop, Look, Listen," and he is im-
pelled to do none of the three. He suggests the follow-
ing signs for railroad crossings :

"Come ahead. You're unimportant."

"Try our engines. They satisfy."

"Don't stop. Nobody will miss you."

"Take a chance. You get hit by a train only once."

18

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Official journal of the Division of Highways of the
Department of Public AVorks, State of California;
published for the information of the members of the
department and the citizens of California.

Editors of newspapers and others are privileged to
ase matter contained herein. Cuts will be gladly loaned
upon request.

B. B. Meek Director

George C. Mansfield Editor

Address communications to California Highways and
Public "Works, P. O. Box 1103, Sacramento, California.

Vol. 7 JANUARY-FEBRUARY, 1929 Nos. 1-2

DIVISION OF HIGHWAYS

DEPARTMENT OF PUBLIC WORKS

STATE OF CALIFORNIA

C. C. YOUNG, Governor
B. B. MEEK, Director, Department of Public Works

CORNING DE SAULES, Deputy Director, Department
of Public "Works

C. C. CARLETON, Chief of Division of Contracts and
Rights of "Way

GEORGE C. MANSFIELD, Editor, California High-
ways and Public "Works

CALIFORNIA HIGHWAY COMMISSION

RALPH "W. BULL, Chairman, Eureka

J. P. BAUMGARTNER, Commissioner, Santa Ana

M. B. HARRIS, Commissioner, Patterson Bldg., Fresno

JOSEPH M. SCHENCK, Commissioner, c/o United
Artists Studio, Santa Monica Blvd., Los Angeles

FRED S. MOODY, Commissioner, 640 Kohl Bldg.,
San Francisco

C. H. PURCELL, State Highway Engineer, Sacramento

HARRY A. ENCELL, Attorney, San Francisco
E. FORREST MITCHELL, Secretary

HEADQUARTERS STAFF, SACRAMENTO

G. T. McCOY, Administrative Assistant

L. V. CAMPBELL, Office Engineer

T. E. STANTON, Materials and Research Engineer

FRED J. GRUMM, Engineer of Surveys and Plans

C. S. POPE, Construction Engineer

T. H. DENNIS, Maintenance Engineer

CHAS. E. ANDRE"W, Bridge Engineer

R. H. STALNAKER, Equipment Engineer

E. R. HIGGINS, Chief Accountant

DISTRICT ENGINEERS
CHARLES H. "WHITMORE, District I, Eureka

H. S. COMLY, District II, Redding
F. W. HASEL"WOOD, District III, Sacramento

J. H. SKEGGS, District IV, San Francisco
L. H. GIBSON, District V, San Luis Obispo

E. E. "WALLACE, District VI, Fresno

S. V. CORTELYOU, District VII, Los Angeles

E. Q. SULLIVAN, District VIII, San Bernardino

F. G. SOMNER, District IX, Bishop

R. E. PIERCE, District X, Sacramento

General Headquarters, Third Floor, Highway Building,
Eleventh and P Streets, Sacramento, California

World Engineers

Are to Study

f/. S, Highways

High-ways representatives from all parts of
the world are coming to the United States in
1930 to study methods of road construction in
this country, the Chief of the Bureau of Pub-
lic Roads, Thomas H. MacDonald states.

Mr. MacDonald has returned from Europe
"vvhere he attended the meeting of the Inter-
national Road Commission at Paris as the
American representative. He explained that
the "wide diversity of climatic and soil con-
ditions in the United States "with the varied
distribution of wealth and population approxi-
mated the fundamental problems of highway
construction found in all sections of Europe.

The full text of Mr. MacDonald 's statement
follows :

The great distinction which exsits between our
program and that of other nations is that, while here
the whole country has adopted motor transportation,
elsewhere car use is still largely in the hands of a few.

The rapid expansion in the United States faced
our engineers with an urgent demand for the immedi-
ate improvement of hundreds of thousands of miles
of highway. At the same time, increased valuations
growing out of bettered transportation facilities and a
moderate tax upon the vehicle itself made it actually
cheaper for the public to have roads than to go with-
out them, so we were able to embark upon a construc-
tion program without parallel in the history of public
works without dislocating our financial system.

Concurrently we were faced with the question of
whether it was cheaper to build these roads slowly
and laboriously by human labor, as most other
countries now do, or whether we should work out
mass production methods and so meet the national
demand quickly. Experience has demonstrated that
the latter plan is by far the more efficient and less
costly.

Foreign highway engineers, who are as well versed
as our own men in the technique of road building, or
are better versed, are, in the main, only now arriving
at the stage where they must meet similar problems
in their own countries ; hence their interest in the
sessions here in 1930.

Further, because of the wide diversity of geo-
graphical, climatic, and soil, conditions in the United
States, coupled with varying degrees of wealth and
population, it is possible to approximate here the basic
problems which confront engineers from abroad,
whether they are interested in congested areas, such
as England has, in primary roads, such as are needed
in the newer countries, or in questions of mountain
roads, such as those faced by Austria, Switzerland, and
other nations.

So the United States in 1930 will be a giant labora-
tory in highway development and motor transportation
where highway officials from other countries will find
an opportunity to see not only what has been
accomplished from an engineering point of view but
also to observe the social and economic influences of
our good roads.

CALIFORNIA IIIGTIWAY8 AND PUBLIC M'ORKS

19

Bridge Strength

Is Determined By

Actual Tests

AT THE SUGGESTION of the Bureau
of Public Roads and the North Caro-
lina Highway Department, engineers at
last tested their mathematically proved
theories of the maximum strength of a bridge
by cracking the concrete -of one by means of
lieavy loads in that state, according to a state-
ment made public November 8 by the Depart-
ment of Agriculture. The statement follows
in full text :

Before the recent tests of a concrete arch bridge
over the Yadkin River in North Carolina, engineers
designing such structures were compelled to rely on
theory alone for their assumptions as to the stresses
produced by the expected loads. No full-sized bridge
of the arch type had ever been tested to determine
its maximum strength, either in this country or, so
far as is known, anywhere in the world.

The theory — an extremely intricate one, intelligible
only to those versed in higher mathematics — was
known to be safe. That was demonstrated by the fact
that bridges built in accordance with it have not failed.
But whether it was too safe, whether the bridges were
stronger and more expensive than necessary — that
question had never been answered.

To answer it engineers have long looked forward to
the opportunity that would give them a real life-sized
bridge to test to destruction, and the opportunity came
in 1927, when it was learned that a dam, then building
on the Yadkin River, would eventually submerge the
existing arch bridge on the road between Albemarle
and Mt. Gilead, N. C, and necessitate its abandon-
ment and the construction of a new bridge 30 feet
higher.

The existing bridge, a beautiful modern structure,
was completed in 1922 by the North Carolina High-
way Department with the assistance of the Federal
Government. Here was the long awaited opportunity
and the engineers were not slow in taking advantage
of it. At the suggestion of the North Carolina Depart-
ment and the Bureau of Public Roads of the United
States Department of Agriculture, an advisory com-
mittee was formed of members of technical societies
and schools to propose plans and methods of pro-
cedure. The tests were made by five engineers, three
from the Bureau of Public Roads and two from the
State Highway Department.

The bridge was about a quarter of a mile long, of
17 spans, three of which were 146 feet in length, the
others being concrete girder approach spans. Under
the arch of one of the 146-foot spans, a scaffolding was
erected upon which the engineers, with their instru-
ments, took their measurements. Onto the floor of the
bridge were rolled two huge water tanks, each about
the size of a small two-story house or semibungalow,
and weighing 2.3^ tons. Water was pumped into them
until the maximum weight of 160 tons each was
reached, the engineers taking measurements under the
span of the effect on concrete of weights. Then the
tanks were emptied, shifted to other positions on the
floor of the bridge, and subjected to the same pro-
cedure. Thus the actual stresses in different parts of
the span were measured.

AT THE DONNER SUMMIT

Just One of the Problems of the Maintenance
Department.

Although the bridge did not collapse under even
the heaviest load, it did develop some serious cracks
which would have made it dangerous for traffic.

The Division of Tests and Research of the Bureau
of Public Roads is compiling the test data and a
technical report on the findings, to aid in the future
development of reinforced concrete arch bridges.

Here lies the body of Samuel Crane
Who ran a race with a speeding train.
He reached the track, got near across,
But Sam and his car were a total loss.
The sexton softly tolled his knell.
Speeding Sam on his way to — well.
If he'd only stopped to look and listen
He'd be livin' now instead of missin'.

— Dallas Hurry Back News.

My Grandpa notes the world's worn cogs,

And says we're going to the dogs.
His Grandpa, in his house of logs,

Said things were going to the dogs.
His Grandpa, in the Flemish bogs,

Said things were going to the dogs.
His Grandpa, in his hairy togs,

Said things were going to the dogs.
But this is what I wish to state :

THE DOGS HAVE HAD AN AWFUL
WAIT ! !

— Exchange.

The celebrated soprano was doing a solo when
Bobbie said to his mother, referring to the conductor
of the orchestra :

"Why does that man hit at that woman with his
stick?"

"He's not hitting at her," replied the mother.
"Keep quiet."

"Well, then, what's she hollerin' for?" — Answers.

Young Lady Motorist — "It's snowing and sleeting
and I'd like to buy some chains for my tires."

"I'm sorry — we keep only groceries."

"How annoying ! I understood this was a chain
store." — Judge.

20

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

State Highway Progress Reports-
Budget Tells Construction Program

IX ORDEK THAT A ("O.MPLETE PICTURE of the State Highway System might be
availabk^ the following data was compiled by C. H. Purcell State Highway Engineer,
for transmission to Governor C. C. Young and B. B. Meek, Director of the Department
of Public Works. The statement gives general facts regarding the different routes in the
state highway system, the extent of their present improvement, work undertaken during
the present biennium (1927-1929) and either completed or under way, together with a summary
of improvements included in the budget for the construction program of the 1929-1931 bien-
nium. and a list of the particular projects comprising that program. The statement follows:

SAN FRANCISCO TO OREGON LINE NEAR

MONUMENTAL

(The Redwood Highway)

General Facts

Length of highway — 409 miles.

Daily Travel (Summer) — South of Petaluma, 12,000
vehicles; Healdsburg, 4000; Willits, 1200; Eureka,
4000; Crescent City Junction, 1000; State line, 600.

Condition of Roads at Close of Present Biennium
(June SO, 1929)

Distance Paved — 130 miles.

Improved with Dustless, Oiled Surface — 271 miles.

Surfaced with Gravel — 8 miles.

Improvements Included in Budf/et for Construction
Program for 1929-1931 Biennium

Pavement — 58 miles (bringing total pavement on
highway to 188 miles).

Widening and Repavement — 15 miles.

Grading and Surfacing — The remaining 221 miles
has all been graded to some extent and surfaced.
Grading work in recent years has been of a standard
to permit of paving as the next step. The earlier jobs,
however, must be regarded before further improve-
ments in the surface is warranted. Twenty miles of
this latter type will be graded and surfaced during
the biennium.

Bridge.s — 5 major bridges will be replaced, and one
major structure repaired.

Grade Separations — 5 grade separations will be
a fleet pd.

Realignment — 2.3 miles will be relocated to eliminate
objectionable features of the present location. This
will be graded and surfaced to standard alignment
and width and a 4.4-raile section now being graded
will be surfaced.

LIST OF PROJECTS IN 1929-1931 BUDGET

DEL NORTE COUNTY— South boundary to Wil-
son Creek, 12.8 miles, paving. .$110,900 ; Hardscrabble
Creek, bridge and grading, $18,200; Elk Valley to
Smith River, 4 miles, paving, $3C,000.

HUMBOLDT COUNTY— Orick to north boundary,
15 miles, paving, $130,000; Fortuna to T^leta, 4.1
miles, paving, $105,003; at North Scotia bridge, 0.2
miles, paving, $10,000 ; Areata to Trinidad, 14.5 miles,
paving, $151,000; north of Big Lagoon, 2.5 miles, pav-

ing, $31,000; Loleta to Beatrice, 3.8 miles, paving and
structure, $150,000 ; Fish Creek to Meranda, 3.2 miles,
grading and surfacing. $200,COO ; Eureka Slough,
bridge repair, $55,000; Garberville to Redway Bluff, 2
miles, grading and surfacing, $110,000; Hartsooks to
Richardson Grove, 0.5 miles, grading and surfacing,
$61,0CO; south of Eureka, 0.6 miles, paving, $15,000;
Eel River at Dyerville, bridge repair, $28,800.

SONOMA COUNTY— At Lytton overhead, 0.2

miles, paving, $15,0C0.

MARIN COUNTY — Near Greenbi*ae, grade separa-
tion, $18,000; near Schiietzen Park, grade separation,
$150,000; San Rafael northerly, 2.1 miles, grading and
paving, $219,200 ; Sausalito to Alto, grading and sur-
facing, $40Oi,O0O; Alto to San Rafael, surfacing,
$100,000; Corte Madera Creek at Greenbrae, bridge,
$125,000.

MENDOCINO COUNTY— Heagneys to Red Moun-
tain Creek, 6 miles, grading and surfacing, $110,000.

SONOMA-MARIN COUNTIES— Petaluma to Igna-
cio, 12.2 miles, grading and paving. $604,800; San
Antonio Creek, bridge, $38,000.

SAN FRANCISCO TO SAN DIEGO

(The Coast Route)

General Facts

Distance — 489 miles of state highway.

Travel — This road carries the heaviest traflBc of the
through routes of the state. The summer count at
San Mateo was 29,000 vehicles per 16-hour day ; north
of Gilroy, 8500; south of Salinas, 4000; San Luis
Obispo, 3200; south of Santa Barbara, 6500; Ventura.
8000; Los Angeles, 22.400; Anaheim, 15,000; Del
Mar, 8000.

Present Conditions

Pavement — The entire route is paved, but much of
the work was done before traffic demands were heavy,
and there still remains a considerable mileage of nar-
row pavement on inferior alignment.

Improvements Recommended in the Budget for Con-
struction Program of 1929-1931 Biennium
Pavement — 73 miles of present narrow pavement to
be paved to present standards. This will leave about
107 miles to be widened or graded to standard as the
case may be.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

21

Grade Separations — One grade separation will be
made and two overhead structures improved.

Bridges — 7 bridges will be rebuilt.

Borders — 04 miles of bard rork border will be placed
along road.

LIST OF PROJECTS IN 1929-1931 BUDGET

SAN FRANCISCO TO SAN DIEGO

SANTA CLARA COUNTY— In San Jose, Mulia
and Alameda, grade separations, $7o,0(X> ; Palo Alto
to Butchers corner, 9.5 miles, grading and paving,
$514,400.

MONTEREY COUNTY— Salinas River near Ardo,
bridge and grading, ■$205,000 ; Salinas River near Brad-
ley, bridge and grading, $245,000 ; Salinas to Chualar,
9.7 miles, grading and paving, $335,000 ; south of San
Ardo, 0.G miles, grading and surfacing, $38,000.

SAN MATBO-SANTA CLARA COUNTIES— San
Francisquito Creek, bridge, $20',O0O.

SAN MATEO COUNTY— At Colma, grade separa-
tion, $G0,0O0.

SAN LUIS OBISPO COUNTY- Santa Maria

River to Arroj'o Grande, 12 miles, grading and paving,
$5S2,5CO ; Paso Robles to Atascadero, 10 miles, grad-
ing and paving, $380,000; Graves Creek, bridge,
$12.000 ; San Luis Obispo to Cuesta grade, 3.1 miles,
grading and paving, $145,000.

SANTA BARBARA COUNTY— In Gaviota Can-
yon, 3 miles, grading and paving, $219,500 ; Gaviota
Creek, bridge, $38,000 ; Wigmore to Zaca, 4.3 miles,
grading and paving, $200,OC'0 ; near Nojoqui Creek.
0.3 mile, grading and surfacing, $23,000 ; Nojoqui
Creek, bridge, $27,000.

ORANGE COUNTY— North of Serra, 0.5 miles,
grading and paving, $40',000 ; near Galivan, 1 mile,
paving, .$50,OOi>; along Serra Bluffs, drainage, $35,000.

LOS ANGELES COUNTY— Sepulveda Boulevard
to Calabasas, 10.5 miles, paving, $150,000; near Whit-
tier, grade separation, $75,000.

VENTURA-LOS ANGELES-0 RANG E-S A N
DIEGO COUN-TIES- (State Highway Routes 2 and
4)— Oil Rock border, 85 miles, $171,000.

VENTURA COUNTY— Conejo Grade, grading,
$60.000 ; Camarillo to Conejo Creek, 2.3 miles, grading
and paving, $49,000.

SAN DIEGO COUNTY— San Mateo Flat, 0.6 miles,
paving, $55,000; San Luis Rey River at Oceanside,
bridge and grading, $405,000.

VENTURA-LOS ANGELES-ORANGE AND SAN
DIEGO COUNTIES— This road participates with
State Highway Routes 9 and 60 in cooperative
projects — Grading, paving, bridges, and grade separa-
tions, $1,086,349.71.

SACRAMENTO TO OREGON LINE VIA

MARYSVILLE

(The Pacific Highway)

General Facts

Distance— 384 miles.

Travel (Summer) — Sacramento, 13,000 vehicles per
day; north of Roseville, 2400; south of Marysville,
3300; Oroville Wye, 1300; Chico, 3000; north of
Redding. 2600 ; Dunsmuir, 2100 ; Gazelle, 1800 ; State
Line, 1600.

Condition of Road at End of Present Biennium
(June 30, 1929)

Pavement— On July 1, 1929, all of this road will
be paved except 78 miles, which is oil surfaced and
18.6 miles which has been recently graded and sur-
faced.

Improvements Included in liitdpet for Construction
Program for 1929-1931 Biennium

Pavement — 7.7 miles of new pavement to be laid.

Thickening and Widening — 11.3 miles.

Grading and Surfacing — 8.5 miles. (This will bring
the route up to standard grading except for 2 miles
on the section from the Klamath River to the Oregon
line, which still remains to be graded. There will be
87 miles ready to be paved as funds permit.) The
18.6 miles recently surfaced will be oil treated to pro-
vide a satisfactory surface for traffic.

Bridges — 8 bridges will be replaced and one new
structure built.

Subways — The situation at the Cottonwood subway
Avill be improved to eliminate delay to traffic during
Hood periods.

LIST OF PROJECTS IN 1929-1931 BUDGET

SACRAMENTO TO OREGON LINE VIA

MARYSVILLE

SISKIYOU COUNTY— In Shasta Canyon, bridges.
$165,000; Klamath River, bridge, $82,000; Shasta
River to Gazelle, 7.7 miles, paving, $278,OCO ; at Spring
Hill, 0.6 miles, paving, $15,000; Yreka to Klamath
River, 8.5 miles, grading and surfacing, $662,524.65 ;
Shasta River to Gazelle, 7.7 miles, grading and drain-
age, $77,000.

SACRAMENTO COUNTY— Ben Ali to Sylvan
School, 8.1 miles, grading and paving, $430,000 ; Arcade
Creek, bridge, $14,000.

PLACER COUNTY— Through Lincoln, 1.6 miles,
grading and paving, $77,000; Cook Creek Overflow,
bridge, $8,500.

YUBA COUNTY— Through Wheatland, 1 mUe,
grading and paving, $40,000.

TEHAMA-SHASTA COUNTIES— At Cottonwood,
bridge and grade separation, $122,000.

SHASTA COUNTY— Mears Creek, bridge, $20,000 ;
La Moine to north bouudarv, 18.6 miles, surfacinsr,
$26,040.

SACRAMENTO TO LOS ANGELES

(The Golden State Highway— Valley Route)

General Facts

Distance — 371 miles. (State highway mileage.)
Travel (Summer) — Sacramento, 7000 vehicles per
day ; Modesto, 7500 ; Merced, 5500 ; south of Fresno,
8400 ; Tulare, 3000 ; south of Bakersfield, 8200 ; Mari-
copa Road, 2500 ; south of Junction with Mojave
Road, 8200.

Condition of Road at End of Present Biennium
(June SO, 1929)

Pavement — The road is paved throughout, though
much of the early pavement is too narrow for present
traffic. Reconstruction now underway as authorized
during the present biennium will reduce the pavement
requiring widening to about 120 miles by July 1, 1929.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Improvemcnta Included in Budget for Construction
Program for 1929-1931 Biennium

Reconstruction — G8 miles.

New Location — 8.9 miles (To relieve Newhall Tun-
nel section).

Bridges — 9 new bridges to be built.

Grade Separation — One.

Shoulder Improvement — 21 miles.

Widening — Program of widening on Ridge route to
be continued.

LIST OF PROJECTS IN 1929-1931 BUDGET

MERCED COUNTY— Bear Creek, bridge and grade
separation, $62,000.

FRESNO COUNTY— At Calwa, grade separation,
$70,000 ; Fresno to south of Fowler, 10 miles, grading
and paving, $380,000.

SACRAilENTO COUNTY— Arno to McConnell, 3.2
miles, grading and paving, $212,000; Cosumnes River
and overflow, bridge, $125,000.

SAN JOAQUIN COUNTY— Calaveras River to
Huston School, 12.3 miles, grading and paving, $340,-
000; Forest Lake to north boundary, 1.4 miles, grading
and paving, $61,-500 ; Mosher, Bear and Live Oak
creeks, bridges, $40,000 ; Calaveras River, bridge,
$14,000; Mokelumne River, bridge, $78,000; north of
Turner Station, 0.8 of a mile, grading and surfacing,
$41,700; north of Turner Station, bridge, $15,000;
Huston School to Forest Lake, shoulders, $69,000.

LOS ANGELES COUNTY— Tunnel Station to
Santa Clara River, 8.9 miles, paving, $175,000 ; north
of Newhall Tunnel, 1 mile, grading and paving, .$60,000 ;
Ridge route, grading and surfacing, $220,000 ; Castaic
School, northerly, 3.8 miles, paving, $60,000; Castaic,
northerly 1 mile, grading and paving, $25,000.

MADERA COUNTY— At Berenda to north bound-
ary, 10 miles, grading and paving, $370,000 ; Cotton-
wood Creek, bridge, $28,000.

TULARE. COUNTY— South boundary to Tipton,
20.9 miles, grading and paving, $688,000.

STOCKTON TO SANTA CRUZ VIA OAKLAND

(The Altamont Road)

General Facts

Distance — 118 miles.

Travel (Summer) — Mossdale, 5300 vehicles; Alta-
mont, 6000; Dublin, 7600; south of Hay ward, 8300;
Mission San Jose, 5600 ; north of Mission San Jose,
9900 ; west of San Jose, 11,000 ; at Santa Cruz County
line, 9700 ; Santa Cruz, 8200.

Condition of Road at End of Present Biennium
(June SO, 1929)

Pavement — The road is paved throughout, and is
gradually being improved to a high standard.

Work Planned in Budget of Construction Program for
1929-1931 Biennium

Pavement — By June 30, 1931, the work of bringing
road to a higher standard of pavement improvements
will be practically completed to San Jose, leaving only
the distance of 32 miles between San Jose and Santa
Cruz a 15-foot pavement.

Relocation — A portion of the Valley route (Stock-
ton to French Camp) is to be abandoned and the
Stockton to Siinta Cruz road is to be extended from
French Camp into Stockton. This will provide a more
convenient entrance and eliminate the present road,
which is on a high fill.

Grading and Surfacing — To provide the above con-
nection 2.9 miles of road will be graded and surfaced.

Bridges — The new connection will also necessitate
the construction of two new bridges between French
Camp and McKinley avenue; two other bridges to be
replaced, one of which will be widened.

Paving — 14.6 miles of pavement will be widened and
thickened.

LIST OF PROJECTS IN 1929-1931 BUDGET

SAN JOAQUIN COUNTY— Banta to Mossdale, 3.2
miles, grading and paving, $155,000 ; Tom Paynes
Slough, bridge, $12,000; French Camp to Stockton,
2.9 miles, grading and paving, $73,500; near French
Camp, bridges, .$30,000 ; near Banta, 1.9 mile.s, grading
and paving, $69,500.

ALAMEDA COUN'T Y— Hay ward to Niles, 8 miles,
grading and paving, $398,600.

SANTA CLARA COUNTY— Coyote Creek to San
.Jose, 1.5 miles, paving, $80,000; Coyote Creek, bridge,

$55,000.

SACRAMENTO TO WOODLAND JUNCTION

General Facts

Distance — 15 miles.

Travel (Summer) — West of Sacramento, 6000;
Davis, 4800; Woodland "Y," 4900.

Improvements Undertaken During the Present
Biennium (1927-1929)

Grading and Resurfacing — 3 miles completed by
July, 1929.

Widening and Drainage Betterments — ^Cooperative
improvements completed in Davis for widening pave-
ment and caring for drainage.

Future Work — The above improvements have taken
care of immediate necessary corrections in grade and
drainage. Further widening of pavement can be
deferred for several years until traffic has materially
increased.

BENICIA VIA WEST SIDE OF THE SACRA-
MENTO VALLEY TO RED BLUFF
(The Pacific Highway)

General Facts

Distance — 156 miles.

Travel (Summer) — Cordelia Junction, 5700 vehicles
a day ; Dixon, 4400 ; north of the Woodland Wye,
2600; Williams, 1600; Red Bluff, 1700.

Work Included in Budget for Construction Program
for 1929-1931 Biennium i

Bridges — 4 county constructed bridges to be rebuilt
and widened.

Pavement — 5.1 miles of pavement will be laid on
section recently graded.

Widening — 10.7 miles of the present 15-foot pave-
ment will be widened and protected by oil rock
shoulders, which will later serve as a base when the
pavement is thickened.

Grading — 8 miles where present 15-foot pavement
has failed under poor rut grade and drainage con-
ditions, to have grade raised.

LIST OF PROJECTS IN 1929-1931 BUDGET

GLENN COUNTY— Logandale to Willows, 5.1
miles, paving, $200,000.

CALIFORNIA HIGHWAYS AND PVliUC WORKS

23

COLUSA COUNTY— Hershey to Berlin, 10.7 miles,
shoulders, $42,SCO; Williams, northerly, S miles, grad-
ing and surfacing, $200,000.

SOLANO COUNTY— Dixon to Vacavillo, bridges,
$10,000.

IGNACIO TO CORDELIA VIA NAPA

(The Napa Lateral)

(Jeneral Fads

Distance — 38 miles.

Travel (Summer) — Schellville, 2100 vehicles per
day ; Napa Junction, 6900 ; Cordelia Junction, 5100.

Improvements Included in Budget for Construction
Program for 1929-1931 Biennitim

Widening and Surfacing — 3.2 miles of present 15-
foot pavement to be surfaced and widened to 20 feet.

Bridges — One bridge to be repaired and deck
replaced.

LIST OF PROJECTS IN 1929-1931 BUDGET

NAPA COUNTY" — Greenwood corner to east bound-
ary, 3.2 miles, grading and paving, $125,000.

MARIN COUNTY— Petaluma Creek, bridge repair,
$35,000.

SAN FERNANDO TO SAN BERNARDINO

General Facts

Distance — 57 miles.

Travel (Summer) — Tujunga, 6100 vehicles; La
Canada, 7200; Azusa, 10,600; east of Uplands, 4900;
San Bernardino, 5400.

Present Condition — All paved.

I mprovonents Included in Budget of Construction
Program for 1929-1931 Biennium

Grading and Paving — 12.1 miles (cooperative proj-
ects ) .

Bridges — One bridge to be widened to 42-foot road-
way with sidewalk added ; another bridge to be
widened.

Grade Crossings— One grade crossing to be elimi-
nated by overhead structure (cooperative project).

Widening and Paving — 1.5 miles (pavement to be 30
feet in width).

LIST OF PROJECTS IN 1929-1931 BUDGET

LOS ANGELES COUNTY— Azusa to Glendora, 1.5
miles, grading and paring, $75,000; San Gabriel River,
bridge, $170,000. This route shares with routes 2 and
<".0 in an allotment of $1,086,394.71 cooperative projects
'or grading, paving, bridges, and grade separations.

SAN BERNARDINO COUNTY— Near Malaga,
grade separation, $75,000 ; Lytle Creek, bridge, $65,000.

VENTURA-LOS ANGELES-ORANGE AND SAN
DIEGO COUNTIES— This road participates with
State Highway Routes 2 and 60 in certain cooperative
projects — Grading, paving, bi'idges. and grade separa-
tions, $1,086,349.71.

SAN LUCAS TO SEQUOIA NATIONAL PARK

General Facts

Distance — 147 miles.

Travel (Summer) — San Lucas, south of city, 110;
Coalinga, south of city, 383 ; Oil Fields, at Oil Kings
Pool, 400 ; Hanford, west of city. 1600 ; Goshen Junc-

tion, 1700; east of Visalia, 1500; east. Three Rivers,
1400.

Present Condition of Road — 92 miles pavement; 7
miles oiled road ; 11 miles gravel, as July 1928.
Balance, earth road.

Improvement Undertaken During the Present
Biennium (1927-1929)

Widening and Surfacing — During the present
biennium widening and surfacing of the Monterey
Grade in Monterey County has been completed.

Oiling — 12.3 miles to be oiled during the early part
of 1929.

SALIDA TO JUNCTION ROUTE 23
(Sonora Road)
General Facts

Distance — 132 miles.

Traffic (Summer)— East of McHenry Road, 2200
vehicles per 16-hour day ; west of Oakdale, 1500 ;
south of Sonora, 2300; each of Confidence, 800.

Condition of Road at the End of the Present Biennium

(June 30, 1929)

Pavement — 48 miles.
Oiled Surfacing — 9 miles.
Rock Surfacing — 12 miles.
Unimproved — 63 miles.

Improvements Included in the Budget for Construction
Program for 1929-1931 Biennium

An 11.8-mile section which was graded and surfaced
by the Bureau of Public Roads, will be oil treated.

LIST OF PROJECTS IN 1929-1931 BUDGET

CALAVERAS-T U O L U M N E COUNTIES— An

allotment of $43,680 has been made for surfacing 27
mile.s on this route and Route 24.

SACRAMENTO TO NEVADA LINE VIA
PLACERVILLE

General Facts

Distance — 107 miles.

Travel (Summer) — East of Sacramento, 4300 vehi-
cles per 16-hour day ; El Dorado. 1200 ; east of Placer-
ville, 2000; east of Riverton, 1100; west of Meyers,
550; at Lakeside, 200.

Condition of Road at End of Present Biennium

(June 30, 1929)

Pavement — 49 miles.

Graded with Oil Rock Mix Surface — 18 miles.

Unsurfaced— 40 miles.

Improvements Included in Budget for Construction
Program for 1929-1931 Biennium

Grading — Portions of 8.6 miles (cooperative proj-
ects).

Surfacing — 4.2 miles (cooperative project).

Relocation, Grading and Surfacing — Present county
road to be abandoned for distance of eight miles, new
section 5.25 miles in length to be graded and surfaced.

Bridges — 3 new bridges to be built.

LIST OF PROJECTS IN 1929-1931 BUDGET

EL DORADO COUNTY— Riverton to Kyburz, 8.6
miles, grading and surfacing, .$150,CKX) ; American
River at Riverton, bridge, $20,000; Strawberry to
Phillips, 4.2 miles, surfacing, $25,000; Mays to state
line, 5.2 miles, grading and surfacing, $50,000; Trout
Creek and Upper Truckee River, bridges, $20,000.

•J4

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

SAN DIEGO TO EL CENTRO

General Facts

Distance — 114 miles.

Travel (Summer)— West of El Cajon, 6200 vehi-
cles ; Jacumba, 1500 ; El Ceiitro, 2000.

Condition of Road at the End of the Present Bienniuni
(June SO, 1929)

Pavement — 8G miles will be paved.
Surfacing — 19 miles will be rock surfaced, of whicli
5.7 miles is oil treated. 9 miles will still be earth.

Improvements Included in the Budget for Construction
Program for 1929-1931 Bicnnium

Paving, Grading and Surfacing — 31 miles to be
graded and surfaced, 8 miles of which will be paved;
temporary surface to be placed on balance, pending
settlement of fills ; alignment to be improved. Of the
3-mile section from Meyers Creek to 2.6 miles west of
Coyote Wells, 2.4 miles recently graded will be paved
and 0.6 miles of the present pavement widened and
thickened, as will 5 miles between Dixieland and
Seeley.

LIST OF PROJECTS IN 1929-1931 BUDGET

SAN DIEGO COUNTY— Viejas Valley to Tecate
Divide, 31 miles, grading and paving, $300,000.

IMPERIAL COUNTY— West of Coyote Wells, 3
miles, grading and paving. $210,€00 ; Dixieland to
Seeley, 5 miles, paving, $165,000.

ROUTE 1.NEAR CALPELLA TO ROUTE 37

NEAR CISCO

(Tahoe-Ukiah Highway)

General Facts

Distance — 182 miles.

Traffic (Summer) — Upper Lake, 700 vehicles per
16-hour day ; west of Williams, 400; east of Colusa,
800; east of Marysville, 1000; west of Grass Valley,
600 ; east of Nevada City, 300.

Condition of Road at the End of the Present Bieeium
(June SO, 1929)

Pavement — 26 miles.

Oiled Surface — 55 miles.

Rock Surface — 28 miles (12.8 miles about to be
advertised).

Unimproved — 73 miles (This distance will be short-
ened about 9 miles when final location is made).

LIST OF PROJECTS IN 1929-1931 BUDGET

From the Abbott Mine to Williams portions of the
route totaling some 14.7 miles in length are to be
graded and surfaced, $300,000. This work will be on
now location and will shorten the distance between
these two points and eliminate portions of the old
county road, part of which is now improved with a
rock surface.

ALBANY TO MARTINEZ

General Facts

Distance — 23 miles.

Travel (Summer)— -Albany, 22,000; Franklin Can-
yon, 10,700; Crockett, 2000; Martinez, 1300.
Present Condition — All paved.

Improvements Undertaken During the Present
Biennium
Bridges — Wildcat Creek Bridge built and completed.
Widening — Cooperative widening of pavement

through Cerrito completed ; widening of pavement
through San Pablo now under way ; plans and speci-
fications are being prepared for grading and paving
through Pinole and Hercules, it being planned to com-
plete this work in the present biennium. With the
completion of these projects a 30-foot or wider pave-
ment will be provided from Oakland to the Carquinez
Bridge.

NORLAND TO LAKEPORT

General Facts

Distance — 19 miles.

Travel (Summer) — Hopland Jet. Redwood High-
way, 800 ; South Lakeport, 1500.

All oiled.

Present Condition — The route has been graded, sur-
faced and oiled, and is now serving the traffic using
it in a satisfactory manner.

ROSEVILLE TO NEVADA CITY

General Facts

Distance — 41 miles.

Traffic (Summer) — Roseville, 3700 vehicles per
day ; Auburn, 3400 ; Grass Valley, 1400 ; Nevada City,
1600.

Improvements Included in the Budget for Construction
Program for 1929-1931 Biennium

Pavement — 3 miles, graded during present biennium,
is to be paved.

Railroad Crossings — New subway to be built and
approaches graded and surfaced.

Alignment — Alignment on portion of the road to
be corrected and bettered by mile of new grading and
surfacing.

LIST OF PROJECTS IN 1929-1931 BUDGET

PLACER COUNTY— At Newcastle, 0.9 mile, grad-
ing and grade separation, $200,000; Roseville to Rock-
lin, 3 miles, paving, $90,0C0; Wise Power House to
Auburn, 1 mile, grading and surfacing, $60,000.

MERCED TO ROUTE 40 NEAR SEQUOIA

(Yosemite All-year Lateral)

General Facts

Distance — 70 miles (paved 16 miles; oil mixed sur-
face, 39 miles; earth road, 15 miles). Contract
recently awarded for grading and surfacing 7 miles of
this latter section.

Travel (Summer, 16-hour count) — East of Merced,
2700 vehicles ; Mormon Bar, 2400 ; Briceburg, 1700.

Improvements Included in Budget For Construction
Program for 1929-1931 Biennium

Grading and Surfacing — Balance of earth section
(8 miles) will be graded and surfaced.

Bridges — One bridge to be replaced.

Grade Crossings — One grading to be eliminated by
overpass structure (cooperative project with railroad).

Oiling — (>.3-mile section now being graded and sur-
faced will be sealed with oil.

LIST OF PROJECTS IN 1929-1931 BUDGET

MERCED COUNTY— Bradley Overhead, grade sep-
aration, .$45,000.

MARIPOSA COUNTY— West of Cathay to Agua
Fria Creek, S miles, grading and sui'facing, $259,600 ;
Owens Creek, bridge, $10,000 ; west boundary to
Orange Hill School, 6.3 miles, surfacing, $8,820.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

25

WEST OF CLAREMONT TO RIVERSIDE

General Facts

Distance — 17.6 miles.

Travel (Summer count, 16-hour day) — Chino Cross
Roads, 10,000 vehicles; at Los Angeles County line,
10,700; at Ontario, 3500; at Riverside, G500.

Present Condition — The entire route is paved.

Improvements Included in Budget for 1929-1931
Construction Program

Bridges — Three narrow bridges are to be widened.
Two bridges are to replace dips in the pavement.

LIST OF PROJECTS IN 1929-1931 BUDGET

SAN BERNARDINO COUNTY— Near Collins and
Pomona, bridges and grading, $39,500. Near Ontario,
bridges, $12,500.

REDDING TO ARCATA

(Trinity Lateral)

General Facts

Distance — 150 miles.

Travel — Willow Creek, 144 vehicles per day ; Big
Bar, 59 ; south of Weaverville, 122 ; between Redding
and Tower House, 310.

Present Condition — Oil seal surface. 22 miles ; rock
surfaced, 33 miles ; earth road. 95 miles.

Improvements Included in Budget !■ r 1929-1931
Construction Prograr,

Bridges — S bridges, originally built ly counties, and
deemed too narrow for travel and structurally unsafe,
to be replaced ; a suspension bridge to be replaced by
new structure located some distance upstream from
present bridge ; approaches to be graded and surfaced.

LIST OF PROJECTS IN 1929-1931 BUDGET

TRINITY COUNTY— North Fork Trinity River,
bridge and grading, $65,000; west of Burnt Ranch,
grading, $37,500 ; Trinity River at Douglas City, bridge
and grading, $98,500.

HUMBOLDT COUNTY— Redwood Creek to Three
Creeks, bridges, $96,000.

RICHVALE TO QUINCY VIA OROVILLE

(Feather River Lateral)

General Facts

Distance — 80 miles (approximately).
Travel — New route.

Present Condition — Two convict camps now at work
on highway.

LIST OF PROJECTS IN 1929-1931 BUDGET

BUTTE COUNTY— Grading and Surfacing— Por-
tions of section 8.4 miles in length fi'om Big Bend to
Pulga Avill be graded and surfaced ; convict camp
work to continue.

SAN JUAN BAUTISTA TO ROUTE 32 VIA

HOLLISTER

(The Hollister Road)

General Facts

Distance — 15 miles.

Travel (Summer, 16-hour count) — At junction with
Coast Route, 2600 ; at ^unction with Pacheco Pass
Road, 1100.

Present Condition of Road
Pavement — 10 miles.
Oil Surface — 5 miles.

Improvements Included in the Construction Program
for the 1929-1931 Biennium

The five miles of oil seal surface will be paved, thus
providing a permanent surface for the entire route.

LIST OF PROJECTS IN 1929-1931 BUDGET

SAN JUAN BAUTISTA TO ROUTE 32 VIA

HOLLISTER

SAN BENITO-SANTA CLARA COUNTIES—

Hollister to San Felipe, 5 miles, paving, $45,000.

SAUGUS TO ROUTE 11 AT ALPINE JUNCTION

(The Bridgeport Road)
General Facts

Distance — 410 miles maintained as State Highway,
Travel (Summer, 16-hour count) — Saugus, 23()0
vehicles ; north of Mojave, 500 ; at Freeman Junction
with the Walker Pass Road, 400; at Big Pine, 1000;
north of Bishop, 1300 ; Markleeville, 47 ; Alpine Junc-
tion, 128.

Condition of the Road at the Close of the Present
Biennium (June 30, 1929)

Pavement — 87 miles.

Oil Mixed Surface — 93 miles.

Disintegrated Granite Surface — 33 miles.

Earth Road — 197 miles.

From a point north of Coleville to the Ebbetts Pass
Road there is no road. Travel by way of GardncrviU-
to Woodford or Minden to Lake Tahoe.

Improvements Included in the Construction Program
for 1929-1931 Biennium

When the program for 1929-1931 biennium is com-
pleted, the route will be graded and paved or oil sur-
faced for approximately 250 miles.

Present graded section to be extended north about
10 miles.

LIST OF PROJECTS IN 1929-1931 BUDGET

KERN COUNTY— Cinco to 5 miles north of
Ricardo, 14.2 miles, grading and surfacing, $32o,0C0.

KERN-INYO COUNTIES— Freeman to Narka,
20.4 milo=. grading and surfacing, $239,000.

INYO COUNTY— Narka to Little Lake, 3.5 miles,
grading and surfacing, $42,-500 ; Coso Junction to
blancha. 21.3 miles, grading and surfacing, $210,500.

MONO COUNTY — Grading and surfacing in Mono
County, $250,000.

ROUTE 4 NEAR LODI TO ROUTE 23 NEAR

SILVER CREEK

(Ebbetts Pass Road)

General Facts

Distance — 113 miles.

Travel (Summer, 16-hour count) — Junction Valley
Highway near Lodi, 950 ; between San Andreas and
Valley Springs, 700; near Murphy's, 500.

Condition of Road at the Close of the Present
Biennium (June 30, 1929)

Pavement — 11 miles.
Oil Seal— 34.5 miles.
Rock Surface — 15.5 miles.
Earth — 52 miles.

26

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Improvements Included in the Budget for the
Biennium of 1929-19S1

15.5 miles of rock surfacing between Murphy's and
Big Trees will be oiled to conserve the material and
provide suitable surface for traffic.

LIST OF PROJECTS IN 1929-1931 BUDGET

CALAVERAS AND TUOLUMNE COUNTIES—
An allotment of .$43,GS0 has been made for surfacing
projects on 27 miles of this road and Route 13.

NEVADA CITY TO DOWNIEVILLE

General Facts

Distance — 46 miles.

Travel (Summer)— North Nevada City, 380; Comp-
tonville, 290; Downieville, 127.

Present Condition — The road has been previously
constructed by convict labor, and is now satisfactorily
serving the traffic using it.

SAN BERNARDINO TO EL CENTRO

General Facts

Distance — 151 miles.

Travel (Summer, 16-hour count) — Redlands, 3500
vehicles ; Banning, 2100 ; Westmoreland, 1500 ; El Cen-
tre, 2200.

Condition of Road at the Close of the Present
Biennium (June 30, 1929)

Pavement — 140 miles will be paved.
Oil Mix Surface — 11 miles.

Improvements Included in the Budget for the
Biennium of 1929-1931

Pavement — 10.5 miles.

Widening and Thickening — 31.9 miles.

Extension of Culverts and Grading Adequate Shoul-
ders— 7.2 miles.

Protection — Provision to be made to protect high-
way for approximately 20 miles in length from the
effects of cloud bursts is included in the set-up.

LIST OF PROJECTS IN 1929-1931 BUDGET

SAN BERNARDINO TO EL CENTRO

SAN BERNARDINO COUNTY— Mill Street to
Santa Ana River, 1.8 miles, grading and paving,
$79,000.

IMPERIAL COUNTY— Brawley to Westmoreland,
6.5 miles, pavin?, $307,700 ; Westmoreland westerly, 4
miles, paving, $186,400 ; Arroyo Salado to north bound-
ary, 13.3 miles, grading and paving, $539,000; Trifo-
lium Canal to Kane Springs, 6.3 miles, grading and
paving, $172,000.

RIVERSIDE COUNTY— Beaumont to north bound-
ary, 7.2 miles, grading and drainage, $42,500.

REDDING TO NEVADA LINE VIA ALTURAS

General Facts

Distance — 189 miles.

Travel (Summer) — Redding, 500 vehicles; Mont-
gomery Creek, 260 ; Canby, 213 ; East of Alturas, 134 ;
Cedarville, 63.

Condition of Road at the End of the Present Biennium
(June 30, 1929)

Oil Seal Surface — 61 miles.
Rock Surface — 36 miles.
Earth Road— 92 miles.

Improvements Included in the Budget for the Con-
struction Program of 1929-1931 Biemiium

Bridges — 9 bridges deemed too narrow and struc-
turally unsafe will be replaced.

Grading and Surfacing — 18.2 miles.
Oil Treatment — 12.5 miles.

SHASTA-LASSEN COUNTIES— Fall River to
Big Valley, 18.2 miles, grading and surfacing, $285,900.

SHASTA COUNTY— Dry and Salt Creeks, bridges,
$18,000 ; Canyon Creek, 0.8 mile, bridge and grading,
$11,500; Montgomery Creek, bridge, $7,000; Burney
to Fall River, bridges, $15,000.

LASSEN-MODOC COUNTIES— Bieber to Adin,
12.5 miles, surfacing, $20,000.

MODOC COUNTY— Pit River and Shields Creek,
bridges and grading, $54,500.

EL CENTRO TO ARIZONA LINE AT YUMA

General Facts

Distance — 57 miles.

Travel— El Centro, 1700 vehicles; Holtville, 1100;
Yuma, 1900.

Present Conditions — Paved, 27 miles ; oil mix sur-
face, 30 miles.

Improvements Included in the Budget for Construction
Program of 1929-1931 Biennium

Pavement — 14 miles.

Drainage Improvement — Drainage conditions will be
corrected over 5-mile section.

LIST OF PROJECTS IN 1929-1931 BUDGET

IMPERIAL COUNTY— El Centro to Holtville, 9.0
miles, paving, $482,400 ; state line at Yuma westerly,
5 miles, grading and paving, $234,000.

RED BLUFF TO NEVADA LINE NEAR PURDY'S

(Susanville Lateral)
General Facts
Distance — 182 miles.

Travel (Summer) — Red Bluff, 600 vehicles per day;
Westwood, 1000; Susanville, 1200; Melford, 200.

Condition of the Road at the Close of the Present
Biennium (June 30, 1929)

The route will be improved by grading and oiled
surfacing except for about 51 miles.

Improvements Included in Budget for Construction
Program for 1929-1931 Biennium

Bridges — 7 bridges originally built by the county^
to be replaced by new structures.
Grading and Oil Surfacing — 3 miles.
Rock and Oil Surfacing — 9.4 miles.
Treated With Oil— 23.5 miles.

LIST OF PROJECTS IN 1929-1931 BUDGET

TEHAMA COUNTY— Red Bluff to Paynes Creek,,
bridges, $38,000; Mineral to Morgan Springs, 9.4
miles, surfacing, $42,500.

PLUMAS COUNTY— Feather River at Chester,
bridge, $13,000; south of Chester, 3 miles, grading and
surfacing, .$39,300.

PLUMAS-LASSEN COUNTIES— Westwood to
Devil's Corral, 13.5 miles, surfacing, $21,600.

LASSEN COUNTY— Doyle to Long Valley, 10-
miles, surfacing, $16,000.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

27

SAN BERNARDINO TO NEVADA LINE NEAR

JEAN

(The Arrowhead Trail)

General Facts

Distance — 188 miles.

Travel (Summer) — North of San Bernardino, 2200
vehicles a day ; Victorville, 1,400 ; Barstow, 800 ;
Baker, 200.

Present Condition — Paved 40 miles ; oil surface, 58
miles ; unimproved, 90 miles.

Improretnents Included in Budget for Construction
Program for 1929-1931 Biennium

Grading and Oil Rock Surfacing — 22.3 miles.
Alignment Improvement — 3.5 miles.
Bridges — 2 bridges to be rebuilt.

LIST OF PROJECTS IN 1929-1931 BUDGET

SAN BERNARDINO COUNTY— Cajon Pass
westerly, 3.5 miles, grading and surfacing, $175,000;
near Cajon Station, bridge and grading, $18,000 ;
Barstow to Yermo and easterly of Dunn, 22.8 miles,
grading and surfacing, $435,0()0 ; Mojave River near
Victorville, bridge and grading, $140,000.

VALLEY ROUTE NEAR BAKERSFIELD TO
PASO ROBLES

(Cholame Lateral)
General Facts

Distance — 92 miles.

Travel (Summer) — East of Paso Robles, 900 vehi-
cles daily ; Kern County line, 400 ; Lost Hills, 400 ;
Famosa, 300.

Condition of Road at the Close of the Present
Biennium (June 30, 1929)

Pavement — 76 miles.
Oiled Surface — 16 miles.

Improvements Included in Budget for Construction
Program for 1929-1931 Biennium

Pavement — 21.3 miles.

Grade Crossing — One grade crossing to be elimi-
nated by substitution of subway.

LIST OF PROJECTS IN 1929-1931 BUDGET

SAN LUIS OBISPO COUNTY— Estrella River to
Sacramento Ranch, 5.8 miles, paving, $65,000.

KERN COUNTY— West boundary to Junction
Pumping Station, 15.5 miles, grading and paving,
$32.5,000; at Wasco, grading separation, $20,000.

ROUTE 4 NEAR ARNO TO ROUTE 23 AT
PICKETTS JUNCTION

General Facts

Distance — 107 miles.

Travel (Summer) — Twin Cities, 375; west of lone.
300 ; west of Jackson, 1200 ; Pine Grove, 500 ; Picketts
Junction, 128.

Present Condition — This lateral from Twin City on
the Sacramento-Stockton road to East of Jackson has
been graded, surfaced and oiled and is satisfactorily
serving the traffic.

PEANUT TO KUNTZ

Distance — 31 miles.

Travel (Summer) — Peanut, 91.

Comment — This secondary road in Trinity County

is without connection at either end with the state
highway system. This situation is due to the fact
that it antedates the present state highway system,
having been made a state highway by the legislature
of (1907). It carries a maximum traffic of about 50
vehicles a day, and is maintained by the state to a
standard satisfactorily serving the traffic.

AUBURN TO NEVADA LINE NEAR VERDI

(Donner Pass Route)

General Facts

Distance — 93 miles.

Travel (Summer, 16-hour count) — East of Auburn,
2400 ; East of Colfax, 1700 ; Emigrant Gap, 760 ; Don-
ner Lake, 900 ; West of Truckee, 1900.

Condition of Road at Close of Present Biennium
(June 30, 1929)

Paved — 16 miles.

Oil Mix Surface — 45 miles.

Grading and Surfacing — 11 miles now under way.

Earth Road — 22.5 miles.

Improvements Included in Construction Program for
1929-1931 Biennium

Pavement— 10.6 miles.

Grade Crossings — 3 grade crossings are to be elimi-
nated (cooperative project with railroad).

Change of Route — New road 10 miles in length to
be graded and surfaced to eliminate stretch of narrow,
unimproved road.

Bridges — 1 new bridge to be built.

LIST OF PROJECTS IN 1929-1931 BUDGET

PLACER-NEVADA COUNTIES— Indian Springs
to Soda Springs, 10.7 miles, paving, $160,000; Airport
to Indian Springs, 10 miles, grading and surfacing,
$579,800 ; at Emigrant Gap and Yuba Gap, grade sep-
aration, $85,000.

NEVADA COUNTY— Yuba River, bridge, $15,000.

PLACER COUNTY— At New England Mills, grade
separation, $40,000.

MYERS TO NEVADA LINE VIA TRUCKEE

RIVER

(Lake Tahoe and Truckee River Highway)

Getieral Facts

Distance — 65 miles.

Travel (Summer, 16-hour count) — Tahoe City,
2400 ; south of Truckee, 1100 ; east of Truckee, 1400 ;
at Nevada-California state line, 1800.

Condition of Road at Close of Present Biennium
(June SO, 1929)

Grading — Entire road now graded to high standard
except about 10 miles.

Surfacing — By end ef present biennium road will be
surfaced for distance of 55 miles, and oiled except for
22.3 miles.

Improvements Included in Budget for Construction
Program for 1929-1931 Biennium

Oiling— 22.3 miles.

Grading — 1.5 miles.

Bridges — 1 new bridge to be built.

LIST OF PROJECTS IN 1929-1931 BUDGET

EL DORADO COUNTY— At Emerald Bay, 1.5
miles, grading, $150,000; Tallac Creek, bridge, $8,000;

28

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Emerald Bav to Meeks Bav, 7.5 miles, surfacing,
$12,C00.

PLACER COUNTY— Tahoe City to Truckee, 14.8
miles, surfacing, $22,200.

TAHOE CITY TO NEVADA LINE AT
CRYSTAL BAY

General Facts

Distance — 12 miles.

Travel (Summer) — Tahoe City, 3400; Brockway,
400.

Present Condition — This road, along the northerly
end of Lake Tahoe, has been graded, surfaced and
oiled.

FROM ROUTE 13 NEAR MONTEZUMA TO

ROUTE 23 NEAR MONO LAKE

(Oak Flat Road)

General Facts

Distance — 68 miles.

Travel (Summer) — Junction with Sonora Road,
400 ; east of Groveland, 273 ; Checking Station at
Yosemite, 146.

Present Condition — This is the Big Oak Flat road
entrance to the Yosemite National Park and the con-
nection from the easterly side of the park down the
Levining grade to a connection with Route 23 east
of the Sierra. Improvements of the Priest grade by
widening and regrading during the present biennium
with other minor corrections have done much to
increase the safety for traffic on this road. Reloca-
tions of a major nature in order to eliminate excessive
grades are in prospect, but definite plans for these
changes have not yet been developed.

GENERAL GRANT PARK TO KINGS RIVER
CANYON

General Facts

Distance — 21 miles.

Travel (Summer) — West of Hume, 83 ; east of
Hume, 27

Present Condition — During the present biennium an
exhaustive study of the various routings was made
and a definite routing adopted by the Commission.
The location survey plans are now under way and,
on their completion, in all probability a convict camp
will commence construction.

FROM CALIFA TO GILROY

(Pacheco Pass)

General Facts

Distance — 84 miles.

Travel (Summer, 16-hour count) — Junction of the
road with Hollister, 2000 vehicles; Pacheco Pass,
1800; Los Banos, 1700; Califa, 900.

Present Condition — Paved, 54 miles ; oil seal sur-
face, 30 miles.

Improvements Included in Budget for Construction
Program for 1929-1931 Biennium

Pavement — 16 miles of oil seal surface to be replaced
with a higher type of surface.

SARATOGA GAP NEAR REDWOOD PARK TO

BLOOM'S MILL |

(In Santa Cruz County) *

General Facts

Distance — 20 miles.

Travel — Saratoga Gap at Redwood Park Gate, 64
vehicles.

The route is unimproved at present.

Improvements Included in Budget far Construction
Program of 1929-19S1 Biennium -

Grade and Surface — 7 miles.

The improvement of the Skyline Boulevard to Sara-
toga Gap and of the county road from Boiiider Creek
makes it necessary to improve this road to provide an
entrance to Redwood Park for traffic thus developed.

LIST OF PROJECTS IN 1929-1931 BUDGET

SANTA CRUZ COUNTY- -Saratoga Gap to Water-
man Switchback, 7 miles, grading and surfacing,
$147,000.

SAN BERNARDINO (END OF COUNTY

PAVEMENT) TO BEAR LAKE

(Crest Route)

General Facts

Distance 51 miles.

Traffic (Summer, 16-hour count) — Watermans Can-
yon, 3000 vehicles; Pinecrest, 2200; Big Bear Dam, .
1600. I

Improvements Included in Budget for Construction
Program of 1929-1931 Biennium
Grading and Surfacing — Heavy grading and surfac-
ing will be constructed, portions of 6 miles of excep-
tionally heavy work being authorized in the biennial
budget.

LIST OF PROJECTS IN 1929-1931 BUDGET

SAN BERNARDINO COUNTY-

ig and .surfacing, $5.50,000.

-Crest Road, grad-

BOULDER CREEK TO REDWOOD PARK

General Facts

Distance — 8 miles.

Travel (Summer) — Boulder Creek at Park line,
2100.

Present Condition of Road — This road has been
widened and rograded under day labor authorization
during the present and past biennium. A considerable
portion has been surfaced.

WILLOWS TO ROUTE 3 NORTH OF BIGGS

(Oroville-Wiilows Lateral)

General Facts

Distance — 32 miles.

Travel (Summer, 16-hour count) — Willows east of
city 600; Butte City, 400; Cherokee Canal, 03.

LIST OF PROJECTS IN 1929-1931 BUDGET

SANTA CLARA COUNTY— San Felip.^. to east
boundary, 16 miles, paving and draining, .$240,000.

LIST OF PROJECTS IN 1929-1931 BUDGET

BUTTE COUNTY— Butte Creek to Cherokee Canal,
7.7 miles, surfacing, $10,780.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

29

SAN FRANCISCO TO ROUTE 5 NEAR GLEN-
WOOD

(Skyline Boulevard)
General Facts

Distance — 'G4 miles.

Travel (Summer, 16-hour count) — Swimming Pool,
9300; at county road to Colma, 5700; Santa Clara-
Santa Cruz County Line, 03.

LIST OF PROJECTS IN 1929-1931 BUDGET

SAN MATEO-SANTA CLARA-SANTA CRUZ
COUNTIES— Skyline Boulevard, 13.8 miles, surfacing,
$17,940.

KLAMATH RIVER HIGHWAY

General Facts

Distance — 183 miles.

Traffic (Summer) — Junction Pacific Highway, 400;
Thompson Creek, 68 ; Weitchpec Junction, 48.

Improvements Included in Budget for Construction
Program of 1929-1931 Biennium

Bridges — 31 bridges, pronounced unsafe, to be
replaced.

LIST OF PROJECTS IN 1929-1931 BUDGET

SISKIYOU COUNTY— Thompson Creek, bridge
and grading, $11,000 ; Oak Flat Creek, bridge, $8,000 ;
Seiad Valley to west boundary, bridges, $25,250.

HUMBOLDT COUNTY— Trinity River to east
boundary, bridges, $18,500.

CALISTOGA TO ROUTE 15 NEAR CLEAR LAKE

General Facts

Distance — 38 miles.

Travel (Summer) — North of Calistoga, 1300;
Middletown, 1200; Lower Lake, 600.

Present Condition of Road — Minor improvements
of this route from Mt. St. Helena northerly toward
Middletown, together with efficient maintenance of the
remaining section, enables this road to serve traffic
in a satisfactory manner.

RUMSEY TO ROUTE 15 NEAR WILBUR
SPRINGS

General Facts

Distance — 15 miles.

Travel — No road ; probable location will be away
from existing road.

Pi'esent Condition of Road — Further studies to
determine location of this route are under way. Upon
their completion and the conclusion of a location
survey, it is probable that construction by convicts
will be undertaken.

SANTA ROSA TO SCHELLVILLE

General Facts

Distance — 22 miles.

Travel (Summer) — East Santa Rosa, 4200; at
Sonoma Creek Bridge, 2800 ; Schellville Junction,
2500.

Present Condition of Road — This road has been
constructed to satisfactorilv serve travel.

ORLAND TO CHICO

General Facts

Distance — 19 miles.

Travel (Summer) — Orland Junction, 700; Hamil-
ton City, 800; West Chico, 1300.

Present Condition of Road — The construction of the
Hamilton City Bridge and approaches and the sur-
facing and oiling out of Orland enables this route to
serve traffic in a satisfactory manner.

McDonalds to the sea

General Facts

Distance — 50 miles.

Travel (Summer) — Junction with Redwood High-
way, 275 vehicles per day ; Booneville, 500 ; Navarro,
400.

Improvements of Present Biennium

Number of old bridges reconditioned ; 8 miles of
road improved ; 12 miles of oil surface placed.

Improvements Included in Budget for Construction
Program of 1929-1931 Biennium

Grading with Portions Surfaced — 9 miles.
Bridges — A number of timber bridges considered
unsafe will be replaced.

LIST OF PROJECTS IN 1929-1931 BUDGET

ROUTE 1 NEAR McDONALD TO MOUTH OF

NAVARRO RIVER

MENDOCINO COUNTY— Booneville to Flynn
Creek (portions), grading and surfacing, $62,000.
Same section, bridges, $50,000.

TIBURON TO ALTO

Distance — 5 miles.
Travel — Belvedere Junction, 2200.
Pi'esent Condition — State maintained road. No
construction.

FAIRFIELD TO LODI VIA RIO VISTA

General Facts

Distance — 56 miles.

Travel (Summer) — Denverton Overhead Crossing.
670 ; Rio Vista Bridge, 1560 ; West of cannery near
Isleton, 3000 : Thornton, 1500 ; Lodi, 1258.

Present Condition of Road — This secondary road is
being maintained to satisfactorily serve traffic.

NEAR MICHIGAN BAR TO CENTRAL HOUSE

General Facts

Distance — 9 miles.

Travel (Summer) — Central House, 284.
Present Condition of Road — This road has been
graded and oil rock surfaced.

CARMEL TO CAMBRIA

General Facts

Distance — 108 miles.

Travel (Summer) — South of Carmel, 1575; San
Simeon, one mile south, 240.

Present Condition of Road — Two convict camps are
now prosecuting construction on this road. This
work will most probably be continued in the next
biennium.

30

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

SANTA MARIA TO FREEMAN

(Cuyama and Kern River Route)

General Facts

Distance — 193 miles.

Travel (Summer) — Santa Maria, 200 vehicles a
day ; Kern County Line, 270 ; Maricopa, 500 ; 10
miles east of Bakersfield, 1100 ; Mojave, 100.

Present Condition — Paved, 5 miles ; oU mix or seal,
36 miles, gravel surface, 3G miles ; earth, 116 miles.

Improvements Included in Budget for Construction
Program of 1929-19S1 Biennium

Surfacing and Oiling — 10 miles (portions).
Grading and Surfacing — 21.9 miles.
Widened and Improved — 30 miles (portions).

LIST OF PROJECTS IN 1929-1931 BUDGET

SANTA BARBARA-SAN LUIS OBISPO COUN-
TIES— Upper Cuyama Valley to east boundary, 46
miles, surfacing, $285,000.

KERN COUNTY— Pentland to Route 4, 21.9 miles,
grading and paving, $232,000; Democrat Springs to
Welden, 30 miles, grading, $40,000.

MOJAVE TO ARIZONA LINE NEAR TOPOCK

VIA BARSTOW

(The National Old Trails)

Getter al Facts

Distance — 249 miles.

Travel — Mojave, 100 vehicles daily; Barstow, 300;
Daggett, 500; Amboy, 300; Needles, 600.

Present Condition — 29 miles improved v?ith oil sur-
face.

Under Way — 14 miles grading and surfacing.

Improvements Included in Budget for Construction
Program for 1929-1931 Biennium

Grading and Surfacing — 41 miles to be graded and
.surfaced with oiled rock.

LIST OF PROJECTS IN 1929-1931 BUDGET

SAN BERNARDINO COUNTY— Argos easterly,
41 miles, grading and surfacing, $725,000.

EL RIO TO SERRA

General Facts

Distance — 81 miles.

Travel (16-hour count) — Santa Monica, 30,000
vehicles; Lomita, 10,000; Seal Beach, 21,000; New-
port Beach, 13,300.

Condition of Road at the Close of the Present
Biennium (June SO, 1929)
Pavement — 73.5 miles.
Oil Mix Surface — 7.5 miles.

Improvements Included in Budget for Construction
Program of 1929-1 931 Biennium

Widening Grade and Pavement — Portions of 45.5
miles.

Paving Portion Previously Graded and Surfaced —
2 miles.

Grade Separation — One, involving improvement of
1.2 miles of connecting road.

Protection Work Against Damage from Ocean
Storms Through Slope Walls or Rip Rap — 34 miles.

LIST OF PROJECTS IN 1929-1931 BUDGET

LOS ANGELES-VENTURA COUNTIES— Santa
Monica to Point Mijgu, 34 miles, shore protection,
$185,000.

LOS ANGELES COUNTY— Latigo Creek to Nicho-
las Creek, 2 miles, grading and surfacing, $90,000.

ORANGE COUNTY— Seal Beach to Newport Beach,
11 milee, paving, $300,000.

VENTURA-LOS ANGELES-ORANGE COUN-
TIES— This route shares with Routes 2 and 9 in an
allotment of $1,086,349.71 for grading, paving, bridges
and grade separations.

LOS ANGELES COUNTY— Santa Monica north-
erly, shore protection, $60,000 ; Santa Monica to
Topango Canyon, 4.5 miles, grading and paving,
$350,000.

LANCASTER TO BAILEYS

General Facts

Distance — 38 miles.

Travel (Summer) — Lancaster Junction, 636; at
Bailey's Ranch, 107.

Present Condition of Road — State maintenance
keeps this road in a satisfactory condition.

LA CANADA TO MOUNT WILSON ROAD VIA
ARROYO SECO

General Facts

Distance — 25 miles.

Travel (16-hour count) — At Pasadena, 2300
vehicles.

Present Condition — 3.8 miles graded by the county,
balance of route not improved.

Improvements Included in Budget for Construction
Program of 1929-1931 Biennium

Grading — Portions of 20-mile section.

LIST OF PROJECTS IN 1929-1931 BUDGET

LOS ANGELES COUNTY- Arroyo Seco Road,
20 miles, grading, $500,000.

AZUSA TO PINE FLATS IN SAN GABRIEL
CANYON

General Facts

Distance — 28 miles.

Travel — Not under state maintenance.

Present Condition of Road — Proposed construction
of the San Gabriel Dam and possible construction of
the Pasadena water supply in this canyon will delay
the undertaking of any construction projects on this
road for several years.

BIG PINE TO OASIS

General Facts

Distance — 41 miles.

Travel (Summer) — Big Pine Junction, 68.
Present Condition of Road — This secondary road
is being maintained from state funds.

MECCA TO BLYTHE

General Facts

Distance — 91 miles.

Travel — Desert Center, 80 vehicles daily ; Blythe,
150.

Present Condition — About 16 miles has been graded
and 32 is now improved with oil surfacing.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

31

Improvements Included in Budget for Construction
Program for 1929-1931 Biennium

Grading and Surfacinj; — 20-niile section will be
graded and surfaced witli oiled rock.

LIST OF PROJECTS IN 1929-1931 BUDGET

KIVEKSIDE COUNTY— West of Hopkins Well, 20
miles, grading and surfacing, $300,000.

VENTURA-LOS ANGELES-ORANGE AND SAN
DIEGO COUNTIES— This road participates with
State Highway Routes 2 and 9 in certain cooperative
projects — Grading, paving, bridges, and grade separa-
tions, $1,086,349.71.

AUBURN TO SONORA
(The Mother Lode Highway)

General Facts

Distance — 93 miles.

Travel (Summer, 16-hour count) — At wire bridge
near Auburn, 264 ; north of Placerville, 200 ; north
from Central House near Plymouth, 500; Martell,
850; near Sonora, 300.

Present Condition — Short sections of the I'oute have
been improved and surfacing placed. There are 19
miles of oil seal surface ; 9 miles of gravel and 65 miles
still to be improved both for grading and surfacing.

Improvements Included in Budget for Construction
Program of 1929-1931 Bienniutn

Bridges — 3 bridges pronounced structurally unsafe
to be replaced with improvement in alignment and
approaches.

Grading and Surfacing — 9.6 miles to be graded and
surfaced with alignment and grade improvement.

LIST OF PROJECTS IN 1929-1931 BUDGET

EL DORADO COUNTY— American River near
Lotus, 1 mile, grading, surfacing, bridge, $70,000.

AMADOR COUNTY— Amador City t6 Martell, 4.2
miles, grading and surfacing, $260,000. Cosumnes
River, bridge and grading, $37,000.

CALAVERAS COUNTY— Near Calveritas City, 2.8
miles, grading and surfacing, $90,000 ; Calveritas Creek,
bridge, $25,000.

AM ADOR-CALAVERAS-T UOLUMNE COUN-
TIES—Surfacing Mother Lode Highway, $52,000.

MANTECA TO ROUTE 5, NEAR MOSSDALE
SCHOOL

General Facts

Distance — 4 miles.

Travel (Summer) — Mossdale Junction, 5350.

Present Condition of Road — The construction in the
present biennium, now practically completed, puts this
road in a satisfactorily serviceable condition.

PAJARO RIVER TO ROUTE 2 NEAR SAN
BENITO BRIDGE

General Facts

Distance — 3 miles.

Travel (Summer) — San Juan Bautista, 3390.

Present Condition of Road — This route has been
graded and surfaced with bituminous macadam pave-
ment.

SAN FRANCISCO TO SAN JOSE
(The Bayshore Highway)
General Facts
Distance — 41 miles.

Travel (Summer, 16-hour count) — San Bruno Junc-
tion, 3700 ; north city limits of South San Francisco,
10,000; South San Francisco Underpass, 10,000.

Condition of Road at the Close of the Present
Biennium (June 30, 1929)

By that date 13 miles of the route will be open to
travel.

Improvements Included in Budget for Construction
Program of 1929-1931 Biennium

Grading and Surfacing — 13.9 miles.

Bridges — 2 bridges, each 100 feet in width, to be
constructed.

Grade Separation — One railroad grade separation
(cooperative project with railroad).

Oil Treatment Section Now Graded and Surfaced —
3 miles.

LIST OF PROJECTS IN 1929-1931 BUDGET

SAN FRANCISCO TO SAN JOSE

(Bayshore Highway)

SAN MATEO COUNTY— San Mateo to Redwood
City, 7.4 miles, grading and paving, $815,0vO ; Red-
wood Slough, bridge, $85,000: grade separation near
Dumbarton, $120,000; in San Mateo, 3 miles, surfac-
ing, $6,000.

SAN MATEO AND SANTA CLARA COUNTIES
— Redwood City to Embarcadero Road, 6.5 miles, grad-
ing and paving, $498,868.64. San Francisquito Creek,
bridge, $55,000.

SAN RAFAEL TO SAN QUENTIN

General Facts
Distance — 3 miles.

Travel (Summer) — San Quentin Hill, 4450.
Present Condition of Road — A project for the
improvement of this route is now being advertised.

UKIAH TO MENDOCINO STATE HOSPITAL

General Facts

Distance — 2 miles.

Travel (Summer) — At Ukiah Junction, 873.

Present Condition of Road — This is a short lateral
serving the state hospital and is being satisfactorily
maintained.

OREGON LINE NEAR CHETCO TO CRESCENT
CITY

General Facts

Distance — 16 miles.

Travel (Summer) — North of Crescent City, 900;
Oregon line, 319.

Present Condition of Road — The construction of a
small project near the Oregon line to connect with the
Oregon coast road and the rock surfacing from there
south to Crescent City makes this road satisfactory for
traffic.

DOWNIEVILLE TO MT. PLEASANT

General Facts

Distance — 6 miles.

Traffic — 9 cars.

Present Condition of Road — This road was made a
state highway by legislative act in 1907. Travel upon
it is purely local. The road is unimproved.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

THE BRIDGE

By Vivian Carter in the Rotarian

The Lord, He said to me, "Sambo!
You gotta go, you gotta go.
Tou'se gonna live no more ; instead
I'se gonna make you something dead.
Sambo, what would you like to be
When you have given your life to me?"

I said unto the Lord, I said,
'If you'se gonna make me something dead,
Rather than anything else, I'd choose
To be a bridge, and have my nose
On one bank of a river wide,
My toes upon the other side.

Across my back they'd come and go —
Friend and enemy, fast and slow,
Man and beast, wagon and car,
.Togging along from near and far,
While underneath, unheeding me,
The waters flow on to the sea.

If I were a bridge, mos' blessed Lord,
I'd give you service, 'pon my word ;
Helping my fellow man in style.
Philosophising all the while.
Feeling more powerful than a king.
Yet never doing a doggone thing."

"I don't see why you call your place a bungalow,"
said Smith to his neighbor.

"Well ; if it isn't a bungalow, what is it?" said the
neighbor. "The job was a bungle, and I still owe
for it!"

Mrs. Smythe — "I'm soliciting for the charity organi-
zation. What do you do with your cast off clothing?"

Mr. Smith — "I hang them up carefully and go to
bed. Then in the morning I put them on again."
— Pointer.

"What's the fuss in the school-yard sonny?" asked
a gentleman passing a ward school.

"Why, the doctor's just been around examinin' us,
an" one of the deficient boys in knocking hell out of a
perfect kid."

They were discussing silk stockings.

"They were invented in Queen Elizabeth's time,"
said the man who knows everything.

"Yes," commented another, "but they weren't dis-
covered till the twentieth century." — Tit-Bits.

In Detroit, recently, two autoists met in an alley
too narrow to permit them to pass each other. One
of the autoists rose in his car and shouted at the
other :

"I never back up for any d — n fool."

The other driver quietly put his car in reverse,
backed out, and replied :

"That's all right. I alwayp do,"

IN OTHER STATES

NEW MEXICO has joined the growing ranks of
the states which use the oil-mix type of gravel road.
An 11-mile section was built in Valencia County iu
June, and if this proves satisfactory other sections
are to be built.

MINNESOTA — Maintenance work on state high-
ways is being gradually motorized. Motor equipment
is now used exclusively on 3G00 miles, while teams
used on 3400 miles are in many places supplemented
with power graders.

SOUTH DAKOTA— The South Dakota County
Commissioners Association is urging the adoption of
standard county road markers throughout the state.
Signs conforming to the proposed standards have been
installed by a leading county.

TEXAS — Contracts were awarded by the state
highway department for 1553 miles of new construc-
tion during 1927 and the first half of 1928. The total
estimated cost is $21,340,000. In addition 105G miles
of maintenance contracts were let.

OHIO — A new law provides that all traffic lights
erected along state highways by cities and villages
must receive the O. K. of the state highway depart-
ment before being operated. This law covers lights
now in service as well as future installations.

NORTH CAROLINA— Buncome County recently
completed a parallel highway to relieve congestion on
state route No. 69 entering Asheville. The new high-
way, 8^ miles long, is at no point more than one
mile from the old route.

IOWA — Contracts for 186 miles of pavement were
let during July, August and September. With the
additional Icttings made during the fall months more
than 200 miles of hard surfacing was initiated or com-
pleted on the state highways during 1927.

Twenty-five years ago the family horse was fed in
the stable and paid for before it was driven. Today
the family car is nourished with gasoline at a public
filling station and may or may not be paid for before
it is used, writes William Boyd Craig, in the Nation's
Business. A quarter of a century ago gasoline was
known in the home principally as a fluid which would
remove spots from clothing and was dangerous near
flames. Last year more than 12,000,000,000 gallons
were produced to satisfy an ever-growing demand.

By the latest registration figures there is a motor
car for every sixth American and a gas station for
every 80 automobiles in the country. In some states
there is probably a filling station for every 50 cars.
Of the 29,000,000 cars and trucks now running the
average uses just under 500 gallons a year, and
between 20 and 25 gallons of oil.

"We are more heavily taxed by our idleness, pride
and folly than we are taxed by government."

We found this gem among Benjamin Franklin's
sayings when we were glancing through his writings
on his birthday last week. What he wrote a century
and a half ago is just as true today.

If we may be permitted to paraphrase "Poor
Richard," we could well say today :

"We are more heavily taxed by poor roads, which
consume our gasoline, wear our tires and ruin our
cars, than we are taxed for good roads." — Exchange.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

33

Progress Reports From the Counties

ALAMEDA COUNTY

Bids were received in District IV office for the con-
struction of 16,800 feet of laminated guard rail to be
placed on the Dublin Canyon road between Dublin
and Ilayward. This section of road as recently recon-
structed by Ariss-Knapp Company is an extremely
high speed highway with wide swinging curves and
rolling grades. As the Alls are high and the oil
macadam pavement does not allow of paint strips,
the traffic tends to swing off center rendering the fills
unsafe and the construction of the guard rail will be
a valuable safeguard. The contract has been awarded
to the low bidder, Lee J. Inimel of Oakland, and work
is rapidly progressing.

ALPINE COUNTY

All roads in Alpine County with exception of Mark-
leeville to Woodf ords ai-e closed for winter ; the latter
stretch has been rocked to allow all-year travel between
Woodfords and Markleeville.

AMADOR COUNTY

Maintenance forces have just completed surfacing
all muddy spots on Mother Lode Highway between
Plymouth and Cosumnes River, placing this stretch in
excellent condition for winter travel.

Maintenance forces have started widening and
straightening the Alpine Highway between Chapmans
and Dew Drop Inn.

BUTTE COUNTY

The construction of the highway between Butte
Creek and Biggs road has recently been completed. A
graded roadbed 30 feet wide has been surfaced with
pit run gravel 20 feet wide by 6 inches thick. L. C.
and W. E. Karstedt were the contractors on this work.

CALAVERAS COUNTY

The Big Trees Highway from Angels Camp to Big
Trees was freed from snow and placed in excellent
condition for the annual snow frolic at Big Trees on
January 13. A large crowd attended as usual.

COLUSA COUNTY

Portions of the present highway from the westerly
county line to Mountain House (Venado), which were
greatly In need of resurfacing, have been surfaced
with gravel by Hemstreet and Bell, . the contractors.
The work was completed in December, 1928.

CONTRA COSTA COUNTY

Contract for the reconstruction of a section of the
Oakland-Martinez road, from the boundary of the
town of Richmond 1.3 miles northerly to San Pablo,
has been awarded to the "Warren Construction Com-
pany of Oakland. The work to be done consists of
widening the existing roadbed to 56 foot and 46 foot
widths and widenhig the existing pavement to 40
foot and 30 foot widths, surfacing same with asphalt

concrete. The amount of 9600 tons of type "A" asphalt
concrete is not large but the low price of $4.25 per
ton for same marks a record price for asphalt con-
crete in this District as this material has always been
relatively high priced. The contractor has accomplished
much in the short time since he started work on
November 15th and ought to be finished in several
weeks.

EL DORADO COUNTY

Plans have been made for 53 miles of construction
of a 24-foot graded roadbed between Riverton and
Kyburz on the Placerville route to Lake Tahoe.

It is proposed to follow the grading shortly after
completion with surfacing on the first 3^ miles of the
project. This section of the highway is in the El
Dorado National Forest, and will be financed jointly by
the state and federal government. This work will be
a continuation easterly of the improvement already
made from the west limits of the national forest (near
the Pacific Ranger Station) to the beginning of this
proposed project.

Tlie improvement of this unit will eliminate a num-
ber of sharp dangerous curves, and will greatly increase
the enjoyment of travelers to Lake Tahoe and Nevada.

FRESNO COUNTY

Erection of steel on the Herndon Bridge has been
completed by Carl H. Peterson, contractor.

Funds have been allotted for continuing the plac-
ing of gravel in Warthan Creek Canyon on the Sierra-
to-the-Sea Highway west of Coalinga.

GLENN COUNTY

The 5 miles of grading roadway between Logandale
and Willows, and which D. McDonald is under con-
tract to build, has progressed slower than expected.
It will probably be some time in April before the work
will be completed.

A contract was let in December, 1928, to E. B.
Skeels for the building of a three-span reinforced con-
crete bridge across Quint Canal, about four miles east
of Willows. Traffic is being detoured across the canal
by means of a temporary timber bridge close to the site
of the new structure.

KERN COUNTY

The Valley Paving Company, which has the contract
for surfacing 10 miles of Route 33 from Famosa to
Wasco, with asphaltic concrete, are making good head-
way with the grading work and will start laying sur-
face about February first.

Force, Currigan & McLeod have started work on
their contract for grading and oil-mixed surfacing on
the Kern River Highway from Bakersfield to the
mouth of the Kern Canyon.

The contract for grading and surfacing from Pent-
land to Conners Station Road on Route 57, has been
awarded to C. W. Hartman of Bakersfield.

The survey from Bakersfield to Mojave, over the
Tehachapi Pass is in charge of S. A. Cobb and good
progress is being made.

KINGS COUNTY

Maintenance crews are widening roadway and
enlarging the drainage system near Armona.

34

CALIFORMA HIGHWAYS AND PUBLIC WORKS

LAKE COUNTY

The rocking and oiling of the section of state
highway from Kelseyville Junction to Lakeport, 1.1
miles, by state forces has met with hearty appreciation
of the local inhabitants. This job, the building up of
the existing road metal to a depth of 7 inches and
width of 20 feet with two applications of 95% Bitumuls
in two applications of 1 /3 gallon each with screenings,
shows up as a fine specimen of this type of road,
and there is much local talk of how to have more road
so improved.

The grading of a 24-foot highway between Lucerne
and Abbott Mine, which is being built by the convict
labor forces, is progressing satisfactorily, and will be
completed about March.

A contract was let in December, 1928, for 10.6 miles
of grading and surfacing with oil treated crushed stone
between Ijucerne and Clear Lake Oaks.

Von der Heller, Pierson and Logan, the contractors,
expect to have the work finished by October.

LOS ANGELES COUNTY

Work is in progress on the reconstruction of about
seven-tenths mile of highway between the northerly
l)Oundary of the city of Los Angeles and Newhall
Tunnel, where the alignment will be improved and
the roadway widened to forty feet, and paved with
bituminous macadam.

The construction of eight and five-tenths miles of
new state highway between Tunnel Station and the
Santa Clara River, through Weldon and Gavin can-
yons, is well under way with much heavy equipment
on the job to carry on the work.

Grading and culverts have been completed and the
asphaltic concrete pavement 30 feet wide is now
being placed on a 1.4 mile stretch of Foothill Boule-
vard between Glendora and La Verne.

Through the Malibu Ranch and extending into
Ventura County along an eleven and a half mile
stretch of highway, the construction of a twenty
foot Portland cement concrete and bituminous mac-
adam pavement is in progress. Over two miles of half
width concrete pavement, 10 feet wide, is now in
place.

MADERA COUNTY

A. W. Kitchen has completed the substructures at
Ash and Berenda sloughs on the Pacheco Pass High-
way and is pouring the concrete surface.

Hanrahan Company have completed about a mile of
pavement on their asphaltic concrete job north of
Madera on the Golden State Highway. Work has also
been started on the approaches to the San Joaquin
River Bridge at Herndon.

MARIN COUNTY

Hanrahan Company have almost finished the 4i^
miles of second story pavement from Ignacio to
Gallinas Creek, just north of San Rafael. It is a
beautiful specimen of concrete pavement and the
inconveniences suffered during the rather protracted
construction period are soon forgotten in smoothly
riding over the new work.

M. C. Posgate, resident engineer on this job, having
completed a good job on this contract, is now busy
superintending the construction of the San Rafael-
San Quentin road.

Granfield, Farrar and Carlin of San Francisco are
contractors on this job and have made a flying start,
driving piles to carry concrete structures in the low
marshy lands and opening up cuts preparatory to
making fills across the marshes. This Improvement
is a connection between the Redwood Highway at San
Rafael and the Richmond-San Quentin Ferry at San
Quentin.

The first half mile out of San Rafael is a portion
of the proposed new road to Sausalito and the re-
mainder follows, in general, the old toll road with
improved alignment and grades.

The new work consists of grading a 56-foot road-
bed and building a 40-foot by 4-inches bituminous
macadam pavement on the first half mile and grading

a 36-fout roadbed and a 20-foot bituminous macadam
roadway on the remaining section.

Simultaneous with this contract, Granfield, Farrar
and Carlin are low bidders for a contract for a
connection near Alto of the Redwood Highway with
the section of the Alto to Tiburon road that was con-
structed in 1914. This is a small job, about 0.6 mile
of bituminous macadam pavement similar to the San
Rafael-San Quentin job. It is expected that the con-
tract will be awarded and work started very soon
and that the contract will be completed in the 100-dav
period allowed by contract.

MARIPOSA COUNTY

Basich Brothers, contractors, are making good
progress on their contract for grading and surfacing
on the Yosemite AU-Year Highway. Culverts and
bridges are nearing completion and surfacing will be
started by February 15.

The day labor crew, under Superintendent Carl Nel-
son, is widening and straightening line on the famous
Briceburg Grade at the entrance to Merced Canyon.

Fourteen inches of snow fell at the Bear Creek
Summit on the Mariposa road on the night of January
20 and by working all Saturday night, the maintenance
forces had the road completely cleared by Sunday noon.

MERCED COUNTY

Considerable widening is being done by maintenance
forces on the narrow grade west of Los Banos on the
Pacheco Pass Highway.

Repairs to the drawbridge over the San Joaquin
River near Los Banos have been completed.

MONTEREY COUNTY

Plans have been completed for an extensive line
<"hange, south of the Salinas River Bridge at San Ardo.
Realignment 0.6 of a mile in length will eliminate a
l)lind 300 foot radius curve on practically a right
angle turn and on a 6 per cent grade.

On the Coast Highway, between San Ardo and San
Lucas a line change 0.4 mile in length is now under
construction with the work consisting of a graded road-
bed 30 feet in width with 20 feet by 6 inch water-
bound macadam surfacing. The work is being carried
on under contract with W. A. Dontanville. Another
accident-causing curve will be done away with.

Between Greenfield and King City two line changes
ajiproximately 0.2 and 0.5 miles in length are now
under construction. The work consisting of a graded
roadbed 30 feet in width with 20 feet by 6 inches
waterbound macadam surfacing. Work is being done
under contract wih Granite Construction Company.
Three bad curves where numerous accidents have
occurred are eliminated by this contract.

Surveys are now in progress for the proposed recon-
struction of the Coast Highway between Salinas and
Chualar.

Between Salinas and Chualar plans have been pre-
pared for an overhead crossing- over the Soutliern
Pacific Railroad, at a point locally known as Spence
crossing. The plans prepared involve realignment for
a distance of 0.6 miles with an overhead bridge approxi-
mately 1000 feet in length.

On the Carmel-San Simeon Highway construction
work is in progress both north and south of the Little
Sur River and between Salmon Creek and Villa Creek.
The work being carried on by the use of State convict
labor. A crew of approximately 80 men and two power
shovels are working in the vicinity of the Little Sur
River and 180 men and two power shovels are building
north from Salmon Creek.

In the vicinity of the Carmel Highlands surveys have
been completed. Preliminary investigations and studies
are now being made to determine possible relocations
of the highway in this vicinity.

NEVADA COUNTY

The work under contract by the Callahan Construc-
tion Company, between Indian Springs and Soda
Springs, consisting of a 24-foot graded roadbed 10.6
miles in length, was suspended on November 17, 1928.

CALIFORNIA III0HWAY8 AND PUBLIC WORKS

35

A heavy snowfall at that time stopped the operation
of the work ; other snowfalls since have made condi-
tions such that a resumption of work will hardly be
made before the middle of March of this year. It is
expected, however, that the work will be completed by
August, which is the date set for completion.

Between Donncr Lake and Truckee, inclement
weather conditions have caused a suspension of the
grading and surfacing, which have been under way
since September. The Mathews Construction Company
are under contract to do this work, which was sus-
pended January 12. It is expected that a resumption
of work can be made about April 1, and the com-
pletion of the work will be about the middle of May.

Plans are complete, and an estimate has been made,
for the construction between Nevada City and Washing-
ton Road of 123 miles of a graded roadbed 24 feet
wide and surfacing with 6 inches thick, 20 feet wide,
crushed rock with the top 3 inches oil mixed.

The road is a unit of the Tahoe-Ukiah highway, and
connects Nevada City with a county road leading to
the town of Washington on the South Yuba River.

ORANGE COUNTY

The reconstruction of the state highway between
Anaheim and Fullerton has been completed and
opened to traffic. The new pavement, which is of
Portland cement, is 56 feet wide between curbs.

The paving of two-tenths mile of highway with
cement concrete on an improved alignment near San
Clemente has been completed and opened to traffic.

PLACER COUNTY

A contract has been let to Frederickson and Watson
Construction Co. and Frederickson Bros, for grading
and paving with bituminous macadam the apijroaches
to the Bowman and Weimar overhead crossings. The
total length of the work is 2 miles.

The overhead crossings which are being built under
contract, and which separate the tracks of the S. P.
R. R. from the highway, are expected to be completed
about March.

The paving of the approaches will be completed
about the end of May.

E. F. Hilliard, contractor, has completed the work
of surfacing with bituminous macadam 2 miles of
state highway between Sheridan and the northerly
county line.

SACRAMENTO COUNTY

The paving on the contract from Gait to Arno is
complete ; traffic will soon be routed straight through,
eliminating a detour which has been in use several
months. Frederickson & Watson Construction Com-
pany and Frederickson Bros, are the conti'actors. C.
M. Butts is the resident engineer.

The new asphalt concrete pavement between North
Sacramento and Del Paso Park was completed by Clark
and Henery Construction Co., contractors, in Decem-
ber, 1928.

Survey plans are being proposed for the improve-
ment of the highway between Ben Ali and Sylvan
School.

SAN BENITO COUNTY

Preliminary surveys for an improved road connect-
ing Hollister and Pinnacles National Forest by way of
Paicines are nearly complete and plans for construc-
tion are now being prepared in the District Office. This
work is being carried on to cooperate with, the Board
of Supervisors of San Benito County.

On the Coast Highway, north of San Juan, a non-
skid surface is now being placed. South of San Juan
and over the San Juan grade the traffic stripe is being
renewed. 'V^^ork being done by the District Maintenance.

SAN DIEGO COUNTY

From Viejas Creek to Guatay Creek, a distance
of 7.2 miles, the Hauser Construction Co. is recon-
structing the highway along an improved alignment
and widening the roadway. They are w^ell equipped
and have already completed the rough grading on
three miles of heavy work.

Between Guatay Creek and Pine Valley, about 3.9
miles, the Nevada Contracting Company is placing
culverts and grading for the improved roadway.

Easterly from Pine Valley and extending 7.2 miles
to Kitchen Creek the highway is to be paved with a
20 foot Portland cement concrete pavement. The
Basich Brothers Construction Company have the con-
tract for the work. The opening of quarries, grading,
culvert placing and other preliminary work is in
progress. a

SAN JOAQUIN COUNTY

The traffic is now using the new entrance to Stock-
ton on the north. Gannon and McCarty completed this
work in fine time. Geo. R. Hubbard was the resident
engineer.

A small grading and surfacing job to connect the
new pavement with the road north of French Camp
is under way. Willard & Biasotti are the contractors.
Geo. R. Hubbard is resident engineer.

The grading and oil mix Surfacing job on the new
location between Mossdale and French Camp is near-
ing completion. The contractor is Mankel & Staring.
C. M. Butts is the resident engineer.

SAN LUIS OBISPO COUNTY

On the San Diego to El Centro Highway are three
reconstruction jobs in progress.

On the Coast Highway between Arroyo Grande and
Pismo the construction of 3.3 miles of grading and
paving has recently been started by the Cornwall Con-
struction Company.

Extending from Pismo to San Luis Obispo on the
Coast Highway, the construction of a project 10.8 miles
in length, including grading and paving, was recently-
completed in a very satisfactory manner by J. F.
Knapp, contractor.

This project involved considerable realignment and
resulted in a highly improved roadway connecting San
Luis Obispo and the beach.

On the above project a reinforced concrete bridge 266
feet in length is now under construction by Chas. and
F. W. Steffgen as contractors, and is under the super-
vision of the Bridge Department.

North from the city limits of San Luis Obispo the
highway is to realign for one mile and graded to a
roadbed width of 36 feet and surfaced with waterbound
macadam 20 feet bv 6 inches in width with an oil
treated surface. Contract for this construction was
recently awarded to the Ariss-Knapp Construction
Company.

At Santa Margarita, survey and plans have been
completed for reconstruction on a line change at the
north end of the town. The proposed construction will
eliminate a sharp curve on which is located a narrow
concrete bridge of early design. The proposed work
will include the construction of a new bridge with a
change in the existing creek channel.

Surveys and plans are in progress for the reconstruc-
tion of 'the Coast Highway over a distance of 10.2
miles, between Atascadero and Paso Robles. The work
contemplated consists of widening the existing roadbed
to an overall width of 36 feet, and the paving recon-
structed to a width of 20 feet. Changes in alignment
will eliminate several dangerous curves.

On the Cholame Lateral, from a point 1.7 miles west
of Shandon to the San Luis Obispo-Kern County line, a
distance of 15.4 miles, the existing highway is now
being regraded to a roadbed width of 24 feet and
surfaced with bituminous macadam 18 feet in width.
The construction is being carried on under contract
with A. Teichert and Son.

On the Carmel-San Simeon Hfehway two wooden
bridges are now under construction, one 266 feet long
across the Arrovo la Cruz Creek and one 171 feet long
across the San Carpojo Creek. These bridges are
being built bv Chas. and F. W. Steffgen, under the
supervision of the Bridge Department.

The approaches to both the above bridges involving
the grading and surfacing of approximately one mile
of roadwav, on realignment, is being handled under
contract with W. J. Taylor.

Construction of the new equipment shops and storage
sheds in San Luis Obispo is progressing under contract
with W. J. Smith.

36

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

SAN MATEO COUNTY

See article entitled "Bayshore Highway Construc-
tion Proves Gigantic Project."

SAN MATEO, SANTA CLARA AND SANTA
CRUZ COUNTIES

The Skyline Boulevard between the La Honda Road
and Saratoga Cap ha.s been rough graded by the con-
tractors, Twohv Bros. Co. and J. F. Shea Co. The work
was practically completed before the rains set in and
little remains to be done but the surfacing.

An excellent quarry has been opened and while
most of the equipment has been released as no longer
needed and of little use during the wet weather, the
surfacing is progressing as the quarry can be oper-
ated and rock surface placed despite rains and storms.

None of the road is open to traffic but it is expected
that by about July the rocking will be finished and
the road will be ready for use. It is certain that the
traveling public will appreciate it as the new work
will be a beautiful addition to the present road which
is already one of the finest roads in the State as well
as a connecting link in the road to the California
Redwood Park and Santg, Cruz.

SANTA BARBARA COUNTY

On the Coast Highway between Benham and Car-
pinteria a line change over the Rincon Hill is under
construction, which involves the grading of a roadbed
46 feet wide, to be paved with concrete 30 feet in
width. This work is being carried on under contract
with McCray Company.

Included in the above line change a steel and con-
crete overhead bridge 5 70 feet in length is bemg con-
structed over the main line tracks of the Southern
Pacific Railroad. A reinforced concrete arch culvert
20 feet by 17.5 feet, of special design, is being con-
structed at the Rincon Creek. The two structures are
being built under contract with Paul M. White and are
being handled under the supervision of the Bridge
Department.

South of Montecito 0.3 miles of construction is under
way, involving the grading of a roadbed 46 feet in
width to be paved with concrete 30 feet wide. The
work is being carried out under contract with the Corn-
wall Construction Company.

Between Goleta and Naples, for a distance of 3.5
miles, construction is in progress involving the grading
of a roadbed 36 feet in width, to be paved with second
story asphaltic concrete 20 feet in width. This work
is being carried on under contract with San Hunter.

In the Gaviota Canyon between Las Cruces and
Gaviota, surveys for an extensive realignment of the
existing highway have been completed and plans for
construction are now in progress in the district office.

SOLANO COUNTY

The widening of the roadway with earth, and grad-
ing line changes from Fairfield north for five miles is
progressing. The contractor is Mankel & Staring. R.
H. Lapp is the resident engineer.

Oil mix borders will be placed along present pave-
ment and as a surface on the line changes.

The cut-off back of Cordelia has been completed, but
is not oiien to traffic. This is a grading and plant oil
mix surfacing job ; also a concrete bridge over Green
Valley Creek. The contractor was Larsen Brothers of
Sonoma, and J. W. Cole was the resident engineer.

A considerable part of the asphalt concrete pave-
ment betvv'een Fairfield and Dixon has been planned to
free the pavement of exces.s asphalt and make it more
non-skid, and therCTore much safer for winter traffic.
It is noted that accidents have been greatly reduced
over recent years.

SONOMA COUNTY

In this county also the Redwood Highway is receiv-
ing attention.

The 11.44 miles of road from Santa Rosa to Willow
Brook just north of Petaluma, is being improved by

grading a 36-foot roadway and the placing a 20-foot
Portland cement second-story pavement on the exist-
ing 15 feet of concrete.

The contract, as awarded to H. H. Peterson, was
assigned to E. Paul Ford, and is well under way.
Grading, including several line changes and extensions
of existing concrete boxes and small bridges have
been practically completed. The laying of concrete
pavement is well started. The completion of this sec-
tion will provide a finished high standard concrete
and asphalt pavement 18 feet wide from Cloverdale
to Healdsburg and 20 feet wide to one mile south of
Petaluma.

TULARE COUNTY

C. W. Wood, contractor on the concrete shoulder job
from the Plaza Garage to the Oak Grove School, has
made a rapid start and should have this work com-
pleted well ahead of scheduled time.

Fred W. Nighbert, who received the contract for
placing an oil-mixed surface on the portion of the
Sierra-to-the-Sea Highway connecting with the Gen-
eral's Highway in Sequoia National Park, has com-
pleted his crusher and mixing plant set-up and is
ready to start placing surfacing.

HIGHWAY RESEARCH IN THE
UNITED STATES

(Continued from page 9.)

and by the California Division of Highways
to determine the relative value of different
methods of curing concrete pavements. Mr.
Gonnerman is also conducting some interest-
ing tests relative to the permeability of
designed concrete mixtures, and also the
causes of checking and "crazing" of concrete
surfaces, as well as of the lasting quality of
various pigments used as an admixture to
color concrete surfaces.

At the Chicago Paving Laboratory an
opportunity was afforded to have a discussion
with Messrs. H. W. Skidmore and Gene
Abson. Skidmore and Abson are considered
authorities on asphalt pavement design and
construction and in connection with their
work have published a number of articles and
have designed equipment for making special
tests of the stability of asphaltic concrete mix-
tures.

TWO HIGHWAY BUDGETS

(Continued from page 1.)

the highways pay in proportion to their
enjoyment of the laenefits of these good roads
has been amply demonstrated. * * * The
experiment has been so successful, the tax so
easy of collection, the fairness of it so univers-
allj^ conceded, and the saving so great over the
previous method of financing it is most
improbable that the people of California will
ever revert to the issuance of interest-bearing
securities for an enterprise of this character.
"The percentage of overhead cost is being
steadily reduced, efficiency of operation is
being increased and it can probably be said
that both in expense and quality of road con-

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

37

striietion anil in its businesslike administra-
tion, California stands at the forefront of all
of the states."

MASSACHUSETTS— The state registrar of motor
vehicles employes a special squad of trained investi-
gators to determine the underlying causes of fatal
traffic accidents reported.

Record of B ids and A wards

IMPERIAL, COUNTY — Between El Centre and
Brawlev, 9.S miles grading: and Portland cement con-
crete pKvement. Dist. VIII, Rt. 26, Sec. F-G. J. F.
Knapp, Stockton, $372,434 ; V. R. Dennis Const. Co.,
San Diego, $429,461.90; Wells & Bressler, Santa Ana,
$375,894 : R. E. Hazard Contract Co., San Diego, $315,-
411 5u; Geo. Herz & Co., San Bernardino, $329,931.80;
Matich Bros., Elsinore, $331,423.10. Contract awarded
to R. E. Hazard Contracting Company.

MADERA COUNTY — ^Approaches to Ash and Ber-
enda Slough bridges, about 0.3 mi. in length to be
graded and surfaced with oil treated crushed gravel
or stone. Div. VI, Rt. 32, Sec. A. Contract awarded
to C. W. Wood of Stockton, $10,895.

MARIN COUNTY — At Alto, 0.6 mile to be graded
and paved with bituminous macadam. Dist. IV, Rt.
52, Sec. A. Allied Contractors, Inc., Omaha, Nebr.,
$34,316.60; Larsen Bros., Sonoma, $33,180.10; Tieslau
Bros.. Berkeley, $38,004.10 ; J. F. Collins. Stockton,
$32,419; J. V. Galbraith, Petaluma, $34,996.20; Fred-
rickson & Watson Const. Co., Oakland, $28,289.50;
Granfield, Farrar & Carlin, San Francisco, .$27,207.10 ;
M. J. Bevanda, Stockton. $34,867.50; H. V. Tucker,
San Francisco, $27,300.80; J. P. Holland, Inc., San
Francisco, $28,836.30 ; James Currie, Burlingame,
$38,256; McDonald and Maggioi'a, Sausalio, $32,823.
Contract awarded to Granfield, Farrar & Carlin, San
Francisco.

MARIN COUNTY — Bet. Alto and Sausalito, about
3.6 miles to be surfaced ^vith asphalt concrete. Dist.
IV, Rt. 1, Sec. B. Pacific States Const. Co., San Fran-
cisco, $34,186; A. G. Raisch, San Francisco, $49,238.60;
Hollywood Paving Co., Los Angeles and San Rafael,
$33,440. Contract awarded to Hollywood Paving Co.

KERN COUNTY— Bet. Bakersfield and 1.5 mi. E. of
Cottonwood Cr., 11 mi. grading and oil treated crushed
gravel or stone surfacing. Dist. VI, Rt. 57, Sec. E-F.
G. ^V. Ellis, Glendale, $203,304.50 : Schelling & Schell-
ing, Burbank, $226,963.80; The Callahan Const. Co.,
Inc.. Los Angeles, $213,728.75 ; J. F. Collins, Stockton,
$203,640 : Frederickson & "V^'"atson Const. Co. & Fred-
rickson Bros., Oakland, $192,086.30; C. ^Y. ^Yood,
Stockton. $225,943.50; A. J. & J. L. Fairbanks. Inc.,
South San Francisco, $249,490.95; Isbell Const. Co.,
Fresno, $200,142 ; Fred "V\'. Nighbert. Bakersfield, $182,-
030.60; John Jurkovich, Fresno, $209,289; Lewis Const.
Co., Los Angeles, $194,496.50: Force, Currigan &
McLeod, Oakland, $170,685.50 ; C. W. Hartman, Bakers-
field, $193,365.10 ; Hanrahan Companv, San Francisco,
$209,837.80; A. Teichert & Son, Inc., Sacramento,
$237,031.50; C. R. Adams. Oakland, $179,574; George
Pollock Co., Sacramento. $238,168. Contract awarded
to Force, Currigan & McLeod of Oakland.

KERN COUNTY — Bet. PentlancI and San Emigdio
Road, 12.2 miles grading and surfacing with crushed
gravel or stone. Dist. VI, Rt. 57, Sec. B-D. C. W.
Hartman, Bakersfield, $70,158.40; John Jurkovich,
Fresno, $88,457 ; Charles "W. "^"immer, Taft, $79,779.50 ;
G. W. Ellis, Glendale, $94,792.80; Force, Currigan &
McLeod. Oakland, $91,048.50 ; Tieslau Bros., Berkelev,
$87,577.60; Chas. Harlowe, Oakland, $79,574.50; A. J.
Grier. Oakland, $95,000; G. E. Finnell, Sacramento,
$89,137 : J. F. Collins, Stockton, $71,726 ; S. W. Gleim,
Los Angeles, $88,879.50; Frederickson & "^'atson Const.
Co., and Frederickson Bros., Oakland, $73,569. Con-
tract awarded to C. "W. Hartman, Bakersfield, $70,-
158.40.

LOS ANGELES COUNTY — Bet. Glendora and
Claremont, 5.5 miles grading and asphalt concrete
pavement. Dist. VII, Rt. 9, Sees. I, J-C. George R.
Curtis Paving Co., Los Angeles. $339,047.50 ; Griffith
Co., Los Angeles, $289,100; Geo. H. Oswald, Los
Angeles, $337,296; Gibbons and Reed, Burbank, $319,-
926 ; Osborn Co.. Pasadena, $294,855 ; Ed. .lohnson,
Los Angeles, $325,232.50 ; Hall-Johnson. Alhambra,
$367. 240. Contract awarded to Griffith Co., Los
Angeles.

LOS ANGELES AND SAN BERNARDINO COUN-
TIES— Dist. VIII, Rt. 9, Sec. D-A. George R Curtis
Paving Co., Los Angeles, $330,592.25 ; Griflith Co., Los
Angeles. $302,813.40; Geo. H. Oswald, Los Angeles,
$327,618; Gibbons & Reed, Burbank, $359,172.90;
Southwest Paving Co., Los Angeles, $293,845.90 ;
Steele Finley, Santa Ana, $275,533 ; Hall-Johnson Co.,
Alhambra, $332,119.75. Contract awarded to Steele
Finley, Santa Ana.

MONTEREY COUNTY — Between north end of
Nacimiento Bridge and Bradley, about 4.9 miles of
rock borders to be constructed on each side of exist-
ing Portland cement concrete pavement. Dist. V, Rt.
2, Sec. I. Granite Const. Co., Watsonville, $8,694; Geo.
French, Jr., Stockton, $4,482 ; Tiffany, McReynolds &
Tiffany, San Jose, $5,265 ; E. T. Carter, Santa Barbara,
$7,506; W. A. Dontanville, Salinas, $7,290. Contract
awarded to Geo. French, Jr., Stockton.

PLACER COUNTY — At Bowman and Weimar, 2
miles grading and bituminous macadam pavement.
Dist. Ill, Rt. 37, Sees. A-B. Mathews Const. Co., Sac-
ramento, $58,479.50 ; Nate Lovelace, Sacramento,
$55,841; C. W. Wood, Stockton, $54,833; Young Bros.,
Berkeley, $68,331; G. E. Finnell, Sacramento, $52,382;
Frederickson & Watson and Frederickson Bros. Oak-
land. $50,080; Isbell Const. Co., Fresno, $79,996; E.
B. Skeels, Roseville, $79,777; A. Teichert & Son, Sac-
ramento, $66,868; J. P. Holland, Inc., San Francisco,
$61,750; C. R. Adams, Oakland, $51,676; S. H. Palmer
Co., San Francisco. $61,098. Contract awarded to
Frederickson, Watson and Frederickson Bros.

SAN BERNARDINO COUNTY— Bet. Pomona and
li mile east of Ontario, 2.5 miles grading and paving
with Portland cement concrete Dist. VIII, Rt. 19,
Sec. A-B. Griffith Company, Los Angeles, $80,937 ;
Flemming Const. Co., Pomona, $85,308 ; George Herz
& Co., San Bernardino. $84,792 ; Matich Bros., Elsi-
nore, $79,264.70; J. F. Knapp. Stockton, $82,151; Hall-
Johnson Co., Alhambra, $93,776 ; Bartlett & Mathews,
Pasadena, $90,225. Contract awarded to Matich Bros.,
Elsinore.

SAN LUIS OBISPO COUNTY — Between San Luis
Obispo and City Reservoir, 1 mile grading and sur-
facing with oil treated crushed gravel or stone. Dist.
V, Rt. 2, Sec. D. Cornwall Const. Co., Santa Barbara,
$57,836; C. T. Malcom, Walnut Creek, $62,167; W. C.
Collev and C. C. Gildei'sleeve, Felton, $59,044; Ariss
Knapp Co., Oakland, $54,841.90 ; John C. Gist, Arcadia,
$58,255; "W. A. Dontanville, Salinas, $56,153. Contract
awarded to Arris, Knapij Co., Oakland.

SANTA BARBARA COUNTY — Overhead crossing
over S. P. R. R. near Beneham, and Rincon Creek cul-
vert. Dist. V, Rt. 2, Sec. H. Anton Johnson Co., Los
Angeles. $104,489 ; McAVilliams & Ritchev, Los Angeles,
$110,355; John Simpson Co., Los Angeles, $100,569;
Otto Parlier. Tulare, $108,961 : Butte Const. Co., San
Francisco, $102,991 : Barrett & Hilp, San Francisco,
$108,585; Paul M. ^Vhite, Santa Monica. $97,258.50;
E. S. Johnson, Pasadena, $104,918 ; DeW'aard & Son,
San Diego, $103,737 ; Byerts & Dunn, Los Angeles,
$106,940; Frederickson & "V^^atson and Frederickson
Bros.. Oakland, $104,182. Contract awarded to Paul
M. "White, Santa Monica.

SANTA BARBARA COUNTY — -Between Stoney
Creek and Tecolote Creek, 3.4 miles grading and sur-
facing with asphalt concrete. Dist. V, Rt. 2, Sec. I-G.
Cornwall Const. Co., Santa Barbara, $127,464; Force,
Currigan and McLeod. Oakland, $123,106 ; Sam Hunter,
Santa Barbara, $111,052; Griffith Co., Los Angeles,
$124,146. Contract awarded to Sam Hunter.

SANTA BARBARA COUNTY — Bet. Ortega Hill and
Montecito, 0.3 of a mile grading and paving with
Portland cement concrete. Dist. V, Rt. 2, Sec. J. Sam
Hunter. Santa Barbara, $23,987.50. Contract awarded
to Cornwall Const. Co., Santa Barbara, $20,679.75.

SISKIYOU COUNTY — Structural steel and timber
sidewalk on existing bridge across Sacramento river
near Dunsmuir. Dist. II, Rt. 3, Sec. A. C. C. Gilder-
sleeve. Felton, $6,269 ; R. B. McKenzie, Gerber, $6,622 ;
A. Young. Yreka, $6,414; M. B. McGowan, San Fran-
cisco, $7,160: J. P. Brennan, Redding, $7,804. Contract
awarded to C. C. Gildersleeve.

TEHAMA COUNTY — A bridge across Paynes Creek
about 18 miles east of Red Bluff. Dist. II. Rt. 29,
Sec. A. R. B. McKenzie, Gerber, $8,314; J. P. Bren-
nan, Redding, $10,122; Harry Porter, Gerber, $11,016.
Contract awarded to R. B. McKenzie.

TULARE COUNTY — Bet. Plaza Garage and Oak
Grove School, 2.1 mi. to be widened with Portland
cement concrete. Dist. VI, Rt. 4, Sec. D. Lambert
& Wood, Fresno, $25,361 ; Edgar Noble. Marvsville,
$24,530; Vallev Paving and Const. Co., Visalia,
$29,310. Contract awarded to C. W. Wood, Stockton,
$23,821.

STATE HIGHWAYS IN CALIFORNIA SHOWING THE PRIMARY AND SECOND-
ARY ROAD SYSTEMS AND THE DIVISION OF THE STATE UNDER THE
BREED BILL.

ruIMAHY KOADS « XOBTHEKN COUNTIES

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» S.1I1 Fonianilo lo San Bcnianlino

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12 San Dic«.. to El Conlro

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23 .SaiiBus li, N. Liiin Mnnn Co.

26 Sau Boriiarilinn lo El Ccntro

2T El Cmtro to Y

31 San Bornarilino lo Nevada Line via Bnrslow

58 Mo.iave to Ciliirado River via Barstow and
Needles

CO Route 2 near El Ri., to Route 2 S. of Sau Juan
rapiiti

C4 Merea lo Blrthe

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lite Park I.. U.iUle 23 at .Mono I/oke

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^^^^^f^ Division Korthem and Southern Counties according to Breed BjU '

CALIFORNIA STATE PRINTING OFFICE
SACRAMENTO. 1929

64711 2-29 5200

^

Cafif ornia HigtnMs^

an* Public Worts

Official Journal of the Division of Highways
MARCH Deparcmenr of Public %rfe.s

APRIL State of California 1929

m 1 "

j^?^

#

Table of Contents

Page

California Ilio'lnvay Expenditures as Compared With Other

States — By C. H. PurceJI, State Highway Engineer 1

Striping the Highways 3

Select Typical lliylnvay Sections for Beantification 3

Governor Young Enunciates Policy of State Highway

Extensions 4

Resolution is Important Step Forward — By B. B. 3Ieek,

Director of the Department of Public Wo)-l-s 5

Text of Resolution 5

The Semi-Annual Traffic Count 6

Interpreting the Traffic Census — By T. H. Dennis, Main-
tenance Engineer 7

Fighting Floods With Sacked Concrete— i?;/ C. H. Wli it-
more, District Engineer 13

Grade Crossing Accidents Show Decrease in 1928 14

New Signs Reduce Hazard at Road-Railrcad Crossings 15

English Bumpy but Better than we Could do in German 16

The Designation of Sizes of Crushed Rock and Gravel —

By G. R. WinsIo2v, Assistant Construction Engineer 19

Revised Edition of Standard Specifications 20

Progress Report for the Counties 27

List of Awards 28

(Pfe)

California Highway Expenditures

As Compared With Other States

By C. H. PuRCELL, state Highway Engineer

THE large sum of money raised for high-
way purposes through the tax upon
gasoline has received "widespread atten-
tion in California. The need for heavy expen-
ditures for highways if California is to main-
tain its position among the "better roads"
states lias received less attention. To accom-
plish this the funds derived from the pres-
ent financing system must be carefully con-
served and economically expended to assure
the proper maintenance, reconstruction and
construction of new highways on the present
system and necessary roads that may be
added.

Comparative state highway expenditure
data recently compiled from the 1928 edition
of the "Statistical Abstract of the United
States," published by the United States
Department of Commerce, and from records
of the accounting department of the Depart-
ment of Public Works, State of California,
shows California's past and proposed road
expenditures to be low in comparison w^itli
similar expenditures in other states.

The outstanding fact is that California has
been spending considerably less on her state
highways than the average in other represen-
tative groups of states. Even with the in-
creased funds from the 1-cent gas tax, which
are now available, California will continue
to expend much less per car for state high-
way transportation service than the other
states herein referred to.

For the purpose of comparison, several
representative northeastern, southeastern and
western states have been so grouped that the
total area of each group is approximately
equal to the area of California. The north-
eastern group of states comprises New York,
iNlassachusetts. Connecticut, Xew Jersey, Del-
aware, Pennsylvania and Ohio. The south-
eastern group of states comprises Florida,
Georgia, South Carolina and North Carolina.
The western group comprises Oregon and
Washington. Average total road expendi-
tures for the period of 1925 to 1927 inclusive
for each group have been compared with sim-
ilar expenditures in California.

The comparison for each of the sections is
sliown below in tabular form (for the period
from 1925 to 1927, inclusive) :

East and California

Eastern
group California

Land area in sQuare miles 155,564 155,652

Estimated population. 1928 38,252,000 4,556,000

Motor vehicle registration, 1927 6,798,715 1,693,195

State highway mileage (Dec.

31, 1926) 42,665 6,582

Population per mile of state

highway 895 692

Xumljer of motor vehicles per

mile of state highway 160 257

Number of people per car 5.6 2.7

Annual Expenditures

Eastern

group California

Average annual state highway

expenditures per capita $4.44 $3.37

Average annual state highway

expenditures per car 25.00 9.06

Average annual state highway

expenditures per mile 3,983.43 2,331.21

South and California

Southern

group California

Land area in square miles 192,821 155 652

Estimated population, 1928 9,416,000 4, 556*000

Motor vehicle registration, 1927 1,325,503 1,693,195
State highway mileage (Dec.

31, 1926) _ 23,274 6,582

Population per mile of state

highway 406 692

A umber of motor vehicles per

mile of state highway 57 257

Number of people per car 7.1 2.7

Actual Expenditures

Southern
group California

Average annual state highway

expenditures per capita $7.02 $3.37

Average annual state highway

expenditures per car 49.88 9.06

Average annual state highway

expenditures per mile 2,840.94 2,331.21

West and California

Western

group California

Land area in square miles 162,443 155,652

E.stimated population, 1928 2,489,000 4,556,000

Motor vehicle registration 1927 629,155 1,693,195
State highway mileage (Dec.

31, 1926) 7,753 6,582

Population per mile of state

highway 320 692

Nuintaer of motor vehicles per

mile of state highway 81 257

Number of people per car 4.0 2.7

Actual Expenditures

Western
group California

Average annual state highway

expenditures per capita $7.44 $3.37

Average annual state highway

expenditures per car 29.45 9.06

Average annual state highway

expenditures per mile 2,389.91 2,331.21

The preceding figures show total expendi-
tures including maintenance and new con-
struction.

The comparison shows that up to the pres-
ent time the expenditure for state highways

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

AVERAGE EXPENDITURES FOR t925-6-7

£sT/it*ATe foR 1929
Calipodnia

[ASTEfMiTATES WESTERN States Caufo^wa

^.44 1 7.44 3.37

6.59

Z'i.OO 1 2<).J15 . 9.06

n .72

^^pe:Ht '■urc.5 per m, 'e

■ M983.4^ 1 23B9.<^1 1 2:^31.21

4559 .<'7

s-'^H

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CALIFORNIA HIGHWAYS AND PUBLIC WORKS

in California has averag'ed less per mile, less
per car and less i)er capita than in tlie three
widely separated representative j>roups of
states compared in the table.

The 1-cent g-as tax -which was authorized
by the Legislature in li)27 Avill enable Cali-
fornia to increase her highway expenditure.
With the funds derived from the l-cent gas
tax, Calil'ornia's annual ex])enditure iier cap-
ita will be increased to $6.59 and her annual
exj)enditure per car will be increased to
$17.72. Even with this increase in funds
California will continue far lower than the
ex])enditures of the other states referred to
herein.

Statistics of the past year's highway activ-
ities in all states indicate that the total state
highwav expenditures in the United States in
1928 of $1,300,000,000 included an increase
devoted principally to maintenance, of $100,-
000,000 over the total expenditure of 1927.
This indicates that the unit of expenditures
under ''East," "South" and ''West" of the
tables will increase subsequently but it must
be noted that the proposed per capita and per
car expenditure in California during the com-
ing fiscal year are less than the unit expendi-
ture in the other two groups prior to 1927,
with one exception. The one exception is
that the annually proposed expenditure per
capita in California is $6.59 as compared with
the previous expenditure of $4.44 per capita
in the eastern group of states.

In the consideration of highway revenue,
traffic needs as compared wath the need of
traffic of a few years ago must be taken into
consideration. Big factors in highway expen-
ditures of today as compared with those of
the earlier period are the cost of better align-
ment and wader rights of way ; the heavier
and wider pavements now laid ; the increasing
number of grade separation structures ; wider
bridges ; and the many devices now incorpo-
rated into highways to safeguard and accel-
erate travel that were either unknown or con-
sidered unnecessary in the early days of high-
way building, when traffic was not as heavy
as it now is.

STRIPING THE HIGHWAYS

A report has been made from the various districts
as to the mileage of pavements which will reijuire
striping. It is planned to have all sections of pave-
ment of 20-foot width or more divided into 10-foot
lanes. In f<iggy sections, or where there is danger to
traffic, a stripe will be placed along the edge of the
pavement. Very favorable comment has been received
on those sections of highway where the edges of the
pavement have already been so marked. The stripe
will be in place before the next winter season to
secure the most benefit from the expenditure.

Select Typical

Highway Sections

For Beaut ification

Plans for the beautification of typical road-
side sections along the state highway system
are fast taking form.

Sections in the Sacramento Canyon, and
in the vicinity of Roseville, La Honda, Sali-
nas, Serra, and near the Yolo Causeway, as
w^ell as a section just south of Merced, have
been selected for development as typical sec-
tions for roadside beautification. In District
VIII different types of trees which thrive
under desert conditions are being planted and
we are looking into the possibility of improv-
ing roadsides along the desert roads with such
flowers and shrubs as will grow in that clim-
ate. Some fifteen or twenty maintenance sta-
tions have also been selected and arrange-
ments are being made for plantings to beau-
tify these places.

In this connection it is interesting to note
that California is one of only nine states in
the Union with a definite roadside beautifi-
cation and landscaping campaign under way,
financed as legal maintenance expenditures
or from special funds. The only other state
in the west committed to this program is
Oregon, according to data gathered by the
California State Automobile Association.

However, the transformation of roadsides
by setting out trees, shrubs, and vines, and
planting flowers and grasses has developed
into a widespread movement in many parts
of the country. States ranking with Cali-
fornia and Oregon in this work are Okla-
homa, Missouri, Michigan, Pennsylvania,
Connecticut, Massachusetts and Rhode Island.

In California this phase of highway work
is receiving more attention each year. There
are some 600 miles of roadsides where trees
have been planted, as the w^ork has been under
way for a number of years. In addition to
this, many of the counties have forestry
departments that are taking a decided inter-
est in roadside beautification and are doing
systematic planting.

It is believed that nation-wide stimulus will
be given to this w^ork as congress last year
recognized roadside tree planting as a proper
ob.iect for federal aid funds. According to
Thomas H. McDonald, chief of the bureau
of public roads, the amendment to the fed-
eral highway legislation providing for par-
tici]iation in planting along the roadside is a
forward step and one which will receive the
full and earnest support of the bureau.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Governor Young Enunciates Policy

of State Highway Extensions

The foIloAving message dealing with the policy to be followed in making extensions to the
state highwaj' sj'stem was transmitted by Governor C. C. Yonng to the state legislature :

EXECUTIVE
DEPARTMENT

STATE OF CALIFORNIA

March 12, 1929.

To the Memhers of
the Senate and the
Assenibly:

In the message
transmitted to you at
the opening of the
present legislative
session, and again in
the message accom-
panying the budget,
there was discussed
the importance of our
state highway system
to the prosperity and
growth of California.
In these messages the
following statement
was made relative to
the inclusion of new
roads in the state
system :

At this time it will be
nec'cssjiry to establish
some policy I'elative to
the inclusion of new
roads within the state
highway system. There
is a certain "orphan"
section of highway which,
by error in description, by

oversight, or through other fault, was not included in
the state system when the parent i-oads were desig-
nated as state highways. This probably should be
annexed to tlie present system at once. It comprises
about five miles. Rut aside from this I am very
doubtful whether other additions can be made just
now without disi'uijting our entire highway program.

Ther(> are certain other roads, n(3W a part of
coinity higliway systems, that are largely devoted to
state ratliei- than local uses. These roads clearly have
prior rights to Ix'come a part of the state system,
when that system is expanded. The question now
is as to when such transfer should take place. I
woidd suggest to the Director of Public Works that
(luring tlie next two years he make a comprehensive
traffic study of those county highwavs in California

TELLS IMPORTANCE OF

NEW ROAD POLICY

By C. C. Young,
Governor of California.

The resolution adopted by unanimous vote
in both houses of the legislature, dealing with
extensions to our highway system, in my opinion
is the most important contribution that that
body could make to our state highways. It
establishes a policy and constitutes a precedent
by which future additions to the state highway
system must depend upon their ability to qualify
for a place in that system upon the basis of
merit as determined by and after expert study
and investigation.

The legislature is to be congratulated upon its
willingness to put the ultimate benefit of the
state highway system before the very natural
desire of its members to see, included in the
system, at this time, roads in which they are
particularly and immediately interested.

The resolution not only provides a proper
policy to govern extensions to the state high-
way system, but it also assures a progressive
correction of the present unbalanced mileage of
the secondary road system in the northern and
the southern districts as set up in the Breed bill.
This lack of mileage balance constituted a source
of irritation and complaint in the south.

The resolution should and will promote state
unity and state-wide support in the future and
continued development of our highway system.

The appreciative thanks of the people of Cali-
fornia are due those organizations and indi-
viduals through whose able and loyal efforts
this happy result was accomplished.

which now serve as
arterial highways, or of
routes not now in the
state system of probable
arterial value, to deter-
mine what roads should be
added to the system, and
the order in which they
should be added as deter-
mined by state use and
traffic needs, together
with an estimate of the
l)robable time when such
roads can be included in
the state system without
imposing an impossible
burden on that sy.stem.

No governor should be
asked or expected to sign
a bill providing for the
extension of the state
highway system, except
upon recommendation of
the Department of Pub-
lic Works — a recommen-
dation in its turn based
upon a careful studj' of
traffic re(iuirements and
highway use. in line with
the broad general policy
of long-time planning.
Any other plan will break
down our program of
highway construction and
will savor of political ex-
IKHliency ratlun* than of
safe and business-like
procedure. Whatever
policy may be adopted
must be based on traffic
and not political pressure.

POLICY FOR INCLUSION OF NEW ROADS

Having thus recognized that there are un-
questionably roads which should be added to
the state system, and having suggested a study
of these roads during the next two years, it
becomes necessaiy to adopt a policy which at
the earliest ]iossible moment may afford relief
to those localities M'here county roads, due to
the large volume of state traffic using them,
have in effect become state roads, thus throw-
ing an undue maintenance burden upon the
counties in which these roads lie. It is only

(Continued on page 17.)

arjFOfx'xiA ffifjinvAYS axd public works

Resolution Is Important Step Forward

TEXT OF RESOLUTION

Below is the text of the eon current reso-
lution introduced by Senator Handy, chair-
man of the Senate Counnittee on Roads and
IIi<>lnvays, and by Assemblyman Jespersen,
chairman of the same committee in the
Assembly ; passed by unanimous vote of both
houses.

Wheueas, It appears that some highways not now
in the state highway system are carrying a volume of
state traffic that far exceeds the local traffic carried
on said roads, thus placing upon the counties in
which these roads are located an undue and heavy
maintenance burden; and

"WiiEKEAS. A preliminary investigation by the Cali-
fornia Highway Commission and Department of Pub-
lic Works indicates that there is at the present time
a decidedly greater mileage of such roads in the
south, as compared with those in the north, carrying
this excessive state traffic ; and

Whereas, An executive message was transmitted
to the Legislature under date of March 12 in which
was suggested certain underlying principles to be
observed in the inclusion of new secondary roads
within the state highway system ; now therefore, be it

Rcsolred hy the Asseiiihhj, the Senate concurring,
That the principles enunciated in said executive
message be observed in the inclusion of new roads
within the state highway system, and that the Cali-
fornia Highway Commission and the Department of
Public Works be, and they are hereby directed to
observe the following principles in the inclusion of
new roads within the state highway system.

1. Additions shall during the next two years be
made to the present secondary highway system, total-
ing between 10 and 12 per cent of existing state
highway mileage, said mileage to be added in the
ratio of not less than three or four miles in the south
to one mile in the north.

2. For budgeting purposes this mileage shall be
included as a part of the state highway system bj^
the California Highway Commission when the neces-
sary surveys are completed; provided, however, no
money be expended on same until they have been
finally included in the system by legislative act.

3. There shall be no change in the present statu-
tory division of secondary highway funds ; and, be it
further

Resohed. That the California Highway Commission
and the Department of Public Works be and they
are hereby directed to make a careful study of the
state highway system to ascertain and determine
routes not now in the system which, either by reason
of the large volume of state traffic that they are now
carrying, or by reason of the relief that they would
afford to heavy traffic upon present state highways,
or as highways serving as important interstate links,
miglit properly be included and added to the state
highway system ; and be it further

Resoh-ed, That this study shall, in accordance with
the above mentioned executive message, include an
investigation into the engineering, economic and traffic
facts involved in the matter ; that a comprehensive

report shall be made to the forty-ninth Legislature
embodying such recommendations as the investigation
may disclose as proper and a recital of such facts
as may have been taken into account ; that this inves-
tigation shall begin not later than May 1, 1929, and
that this report shall be completed and made public
not later than August 1, 1930, and that pending the
adoption of sucli report authority be hereby given to
the California Highway Commission to take into con-
sideration for its next budget such roads as it is
thus designating and bringing to the attention of the
Legislature at its next session.

By B. B. Meek,
Director of the Department of Public Works

THE resolution represents an agreement
between the varying opinions of the
north and south relative to the addi-
tions of new roads to the state highway
system.

Opinion in the north has been consistently
against any considerable addition to the state
highway system until further progress is
made in completing the roads to which the
state is now obligated. The north has felt
that the distribution of the same amount of
money now alloted to secondary roads in the
north over a larger mileage than is now in the
north's secondary system would only serve
to delay needed construction and improve-
ments of present state highways.

The resolution protects these northern
roads in their mone}^ allotments. At the same
time sufficient leeway is left to permit the
inclusion in the northern system of such
roads as may obviously be now performing
the service of state highways and entitled to
a place in. the state s^'stem.

The mileage in secondary highways in the
southern group of counties is 525 as compared
with the secondary mileage of 1778 in the
north. In the south the situation has also
developed that a number of county roads are
now carrying a large volume of traffic of a
statewide character and a relatively small
volume of local traffic. The extent of this
traffic is such that it makes it difficult and
in some cases impossible to maintain an ade-
quate surface upon this road. This situation
has resulted in placing upon the counties in
which these roacls are located a heavy and at
the same time an unfair maintenance burden.

The resolution permits the inclusion of such
roads as investigation may show are now car-
rying a preponderate state traffic, and in a

(Continued on page 10.)

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

The Semi- Annual Traffic Count

PARAPHRASING the well known words
of Diamond Jim Brady tliat "Those that
has 'em, wears 'em" to "Those that has
'em, drives 'em" was amply corroborated by
the traffic census taken at various stations
throughout the state on January 13 and 14.
With the Aveather generally unfavorable, the
returns still indicate a healthy increase over
last year's count for a similar period.

Substantial gains were noted in the main
north and south interstate connection and
recreational routes. The increase in the latter
type is of particular interest, typifying the
initiation of a new form of recreation. These
routes are, in the main, feeders to the high
Sierra passes which are usually closed by
snow a short distance above the foothills.
However, the gradual improvement of these
routes to the snow line' elevation places the
invigorating sports of winter within a few
hours' drive of the valley areas. The growing
popularity of this movement is well attested
l)y the 4 per cent increase over last year's
count, which itself represented a 51 per cent
advance over that of the previous year.

The present count is in line with the policy
initiated in 1920 as a means of determining
not only traffic service, but also the allotment
of construction and maintenance expenditures,
as well as type and design of road section. At
its inception 108 stations were selected as
expressive of the traffic flow, which number
has since been increased to some 836 stations.

Consecutive counts are taken over two-day
periods bi-yearly between the hours of 6 a.m.
and 10 p.m. Sunday and JMonday are usimlly
selected as typifying the daily variation ; the
seasonal being obtained by taking the count
during the iiiid-inonth periods of January and
July.

In tile ('(mnt vehicles are segregated in
hourly i)eriods over the following classifica-
tions: Passenger cars, light trucks (loaded and
empty), heavy trucks (loaded and empty),
horse-drawn vehicles, trailers, buses and for-
eign cars, that is cars registered outside the
state. In the present census in the vicinit.N-
of large po])ulation centers an account was
registered of the directional tlow of tr-affic In
some instances this variance in dii-cction was
in the pi'oportion of 75 ])er cent and 25 jjcr
cent, llowever, the relation for the full day
connt was in most cases ai)i)ro\imately e(|ual.

This information is very important, as it plays
a direct i)art in the establishment of road
widths which are predicated on peak hour
traffic.

As a matter of interest, certain salient
points have been selected on the various routes
for the purpose of comparing counts taken
this year on January 13 and 14 with those
taken in 1928 over a similar period. The
present census, based on the locations enumer-
ated, show the following increases :

For For

Sunday Monday
Pet. Pet.

Main north and south routes -|-12 -f 7

Laterals between inland and coast

routes +6 -f 6

Interstate connection routes 4-20 -|- 6

Recreational routes -(- 4 — 5

Miscellaneous ■ — 4 - — -8

Average of all routes -|- S -|- 4

Route Sunday JMonday

No. Gain Loss Gain Loss

I'cf. Pet. Pet. Pet.

1. San Francisco to Oregon line 4 10

2. San Francisco to San Kego 11 i;

3. Sacranienlto to Oregon line via

Maiysville 4

4. Sacramento to Los Angeles (Val-
ley Route) __ 1 1 _.

5. Stockton to Santa Ciuz via Oak-
land 11 __ 5

6. Saeiamentfl to Woodland .Junction _.. 1.5 10

7. Teliama .lunetion to Benicia __ 1 7

S. Ignacio to Cordelia via Nai)a__ __ 13 3

9. San Fernando to San Heinaidino 2!) 20

10. San Lucas to Sequoia .National

Pai-k __ 2 10

11. Sacianiento to Riveiton via Pla-

cerville 14 __ 17

12. San niego to El Centre 78 __ 20

13. Salida to Sonora 1

14. Albany to Martinez __ 9 3 __

1.5. Route 1 near Calpella to Grass

Valley 2 — _. 18

10. lloplaiid to Lakeport 2 __ 16

17. lioseville to Nevada City 2 17

15. :\!erced to El I'crtal 22 __ __ 4

Iti. Route 9 west of Clareiiiont to

Riverside 8 __ 8

20. Keddiig to Route 1 near

Areata 0 __ 2fi

21. Route 3 near Riclivale to Quiney 51 58

22. San .hian Bautista to Route 32

via Hollister _. 1 __ 4

23. Saugus to Bishop 30 __ 30

21. R')Lite 4 near Lodi to Valley

Springs __ 24 .. 2

25. Nevada City to Downieville 77 29

20. San Bernardino to El Centro._ 44 __ 28

27. El Centro to Yuma 13 __ __ 1

28. Redding to Nevada Line via Al-

turas 32 __ 15 ■ __

2it. He 1 Bluff to Nevada Line via

Susanvllle 58 __ 29

31. San Bernardino to .lean 14 22

32. Route 4 near Califa to Route 2

at Gjlrny 8 __ 29

33. Route 4 near Bakerslield to Paso

Robli-s 15 __ 10

3 1. Route 4 near Arno to Pine

Crne -- 3 __ 3

37. Anliurn to Colfax 28 __ — 37

43. Tan Bernardino to Big Bear

Lake 91 __ __ 15

44. Boulder Creek to Redwood Park 32 __ 32
47. Orlaud to Cliico _. __ 32

45. Melloiialds to Wendling 27 __ 10

49. Callstoga to Lower Lake 1

(Continued on page 24.)

CALIFORNIA HIGHWAYS AND PUBUC WORKS

Interpreting the Traffic Census

i;.v T. H. Dunn IS, Maintenance Engineer

THE purpose of tlie maintenance organi-
zation is to serve traffic. To fulfil this
ohiiji'ation the highways must not only
be ])reserved in the best condition, but infor-
mation as to the rate of development of traffic
must be collected so that expansion of trans-
portation facilities will be just ahead of traffic
needs. With this end in view the mainte-
nance department has made a special study
of the traffic problem during the past two
years.

While traffic counts taken each year in Jan-
uary and July provide records of existing
traffic, any worthwhile recommendation
requires an approximate determination of the
traffic capacity of two, three, and four lane
pavements, also an estimate of the probable
increase in traffic on any given section of
road.

On eveiy heavily traveled road there is a
period in the morning and late in the after-
noon when travel is heaviest. Our analysis
of actual hourly records for all sections of
the state showed that for nearly 90 per cent
of the stations the traffic during the peak hour
was from 9 to 11 per cent of the total traffic
from 6 a.m. to 10 p.m. For practical pur-
poses the peak hour traffic may therefore be
accepted as 10 per cent of the 16-hour count.

The next step was to determine the volume
of traffic Avhicli might use the highway during
the peak hour without undue interference.
This quantity is influenced by a number of
variables, such as condition of the road, align-
ment, intersections, range in braking dis-
tances, percentage of fast and slow vehicles,
personal equation of each driver, etc. It is
evident, therefore, that any figure adopted
must be based on arbitrary assumptions. In
making such assumptions in our study, con-
sideration has been given to records of actual
performance, experience and observation.
There are shown three tables which give the
basic assumptions. Table I shows the num-
ber of vehicles w'hich can pass over a single
traffic lane at uniform rates of speed. In this
table full braking distance is provided between
each vehicle. The capacities shown permit
100 per cent safety for each vehicle.

Table II shows what may be considered as
the maximum capacity of a single traffic lane
with all vehicles uniformly spaced and trav-
eling at a uniform speed. Xo allowance is

made here for braking distance. Table HI is
a combination of Tables I and II and repre-
sents an average volume at given uniform
speeds. The capacities shown in these three
tables are Avorking capacities on the assump-
tion that the opposite lane of the roadway is
filled so there is no opportunity for passing
and all vehicles are thus held at the speed
of the slowest vehicle in the line.

The planning for pavement width to care
for the estimated future traffic requires that
the traffic capacity be taken at some definite
figure. The range of driving speeds and
other factors is so great that practical work-
ing capacities vary widely. At the expense of
police control, increased danger of accidents
and of delay, expense and inconvenience to
users of the highways, traffic of 2000 vehicles
per hour may be passed over a single lane
roadway at twenty to twenty-five miles per
hour. However, a single vehicle traveling at
a speed of two miles per hour would reduce
the capacity of our single lane to 330 vehicles
per hour. At fifty miles per hour it is theo-
retically possible to pass 2400 vehicles per
hour over this single lane in the same direc-
tion.

Alignment, gradient, proportions of light
and heavy traffic, weather, driving conditions,
and the personal equation of different drivers
all enter into the question of establishing a
guide for the proper economical planning of
roads for maximum service. The maintenance
department has carefully considered these
different phases of the problem in the light of
traffic records and actual field conditions, and
has arrived at the following capacities for
the purpose of determining the width of pave-
ment necessarv to care for the estimated traffic
in 1940 :

Vehicles per hour

Twu-lane roadway 700

Three-lane roadway 2000

Four-lane roadway 3200

These are considered to be the peak hour
traffic figures and represent 10 per cent of the
traffic for the sixteen-hour period from 6 a.m.
to 10 p.m. This volume of traffic will permit
fast traffic to travel at 40 miles per hour and
provides for sufficient safe passing space for
that purpose. It provides for a safety factor
of about 30 per cent, that is : Traffic on a two-
lane roadwav can be increased to 1000 vehicles

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

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CALIFORNIA HIGHWAYS AND PUBLIC WORKS

])('!• hour ^\ it liout serious (lolay. An explana- in ])()siti()u to turn ont to pass No. 1 and

tion of llu" iiu'thod of arriving at those figures Veliieles No. 3, No. 4 and No. 5 are spaced at

is aiven below : the closest interval so that no delay results as

they continue their uniform speed. At the

For Two-lane Road. forty-eighth second, vehicles No. 2 to No. 5,

Kate of traffic flow, with niininunn delay, inclusive, have completed their passing. At

was (let(>riuined under the worst and also the these speeds one-half mile of road is required

best combiuation of vehicle spacing and to complete the passing without delay. In

speeds. Graphs No. 1 and No. 2 were worked the meantime a similar spread of vehicles

up to show these conditions. These graphs can be ai)i)roacliing from the opposite direc-

show the relative positions of the vehicles on tion on the other lane with their passings

a mile of two-lane roadway at each second complete in the same time interval. Vehicles

of a minute interval of time. No. 6 and No. 16 were then spotted at a spac-

Graph No. 1 shows a number of fa.st and ing to give the least possible delay. It will

slow vehicles equally divided as to direction be noted that these two vehicles must reduce

of travel. At zero time vehicle No. 2 is just speed at the fifty-eighth second because vehi-

TABLE I— MINIMUM CAPACITY— ONE LANE

(1) (3)
Brakins;- dis- (2) Reaction dis-
tance (feet) Reaction tance plus Spacing- of
Miles (safe all grades time in 17 ft. (from cars, sum of Cars per Capacity
per hour to 6 pet.) seconds table II) (1) and (3) mile per hour

o 0.6 1.000 31.7 32.3 163.5 32.7

10__ _ _ 12.5 1.000 31.7 44.2 119.5 1195

15__ 28.0 .938 37.6 65.6 80.5 1207

20 50.0 .875 42.6 92.6 57.0 1140

25__ 78.0 .812 46.8 124.8 42.3 1057

30_ _- 112.0 .750 50.0 162.0 32.6 978

35 153.0 .688 52.3 205.3 25.7 900

40 200.0 .625 53.7 253.7 20.8 832

45 __ 253.0 .562 54.1 307.1 17.2 774

50 312.0 .500 53.7 365.7 14.4 720

TABLE II— MAXIMUM CAPACITY— ONE LANE

Velocity Reaction Reaction Reaction Cars per

Miles feet per time in distance distance mile. *Capacity

per hour second seconds in feet plus 17 feet one lane per hour

2 3.0 1.000 14.7 31.7 166.6 333

10 14.7 1.000 14.7 31.7 166.6 1666

15 22.0 .938 20.6 37.6 140.4 2106

20 29.3 .875 25.6 42.6 123.9 2478

25 36.7 .812 29.8 46.8 112.8 2820

30 44.0 .750 33.0 50.0 105.6 3168

35 51.3 .688 35.3 52.3 100.9 3531

40 58.7 .625 36.7 53.7 98.3 3932

45 66.0 .562 37.1 54.1 97.6 4392

50 73.3 .500 36.7 53.7 98.3 4915

*Xumber cars passing given point.

TABLE III— AVERAGE CAPACITY— ONE LANE

Cars per mile, Cars per mile,
40 pet. of 60 pet. of

Miles maximum, minimum, Cars per Spacing,

per hour Table II Table I mile feet Capacity

2 66.6 98.1 164.7 32.0 329

10 66.6 71.7 138.3 38.2 1383

15 56.2 48.3 104.5 50.5 1567

20 - 49.6 34.2 83.8 63.0 1676

25 45.1 25.4 70.5 74.9 1762

30 42.2 19.6 61.8 85.4 1854

35 40.4 15.4 55.8 94.6 1953

40 39.3 12.5 51.8 101.9 2072

45 39.0 10.3 49.3 107.1 2218

50 39.3 8.6 47.9 110.2 2395

10

CALIFORMA HIGHWAYS AS D PUBLIC WORKS

cles on the opposite lane prevent free passing.
The addition of a single additional vehicle at
any ])oint ■will eanse additional delay. This
graph shows mininiuni delay and speed con-
ditions Avhicli require maximum distance for
])assing. Twenty-four passings are made by
12 machines in the minute interval on the
mile of road. The rate is 340 vehicles per
hour.

Graph No. 2 shows a more nearly normal
sjiread of fast and slow vehicles under the
best passing conditions ; 16 passings are made
by 28 machines per minute on the mile of
road. The rate of flow is 1035 vehicles per
hour. The average rate of flow shown by the
two graphs is 688 vehicles per hour.

Three-lane Road.

Under the best conditions a three-lane road
is capable of carrying twice the capacity of a
two-lane road, or 2000 vehicles, as the center
lane is available alternately for fast traffic
from either direction and the average speed
would, therefore, be considerably higher than
that of the slow vehicles. The inner lane is
available to full capacity for 40 mile per hour
traffic, or 2072 vehicles, wdth a minimum of
]iossib]y 10 per cent additional on each of the
outside lanes, or a total of 2500 per hour. It
is considered that 2000 vehicles per hour dur-
ing peak hours would be a reasonable capacity.

Four-lane Road.

Witli four-lane traffic, under proper police
regulation, the outside lanes carry the slow
moving traffic and the inside lanes the fast
ti-affic. [ Tnder these conditions the two inside
lanes will carry 4144 vehicles at 40 miles per
hour, according to Table III. With a mini-
mum of 10 per cent additional for the slow
ti-affic on each of the outer lanes, a peak hour
traffic of 5000 vehicles should be possible
under well controlled conditions and our
assum])tion of 3200 as a working basis is con-
sidered a comfortable peak capacit}'.

Consideration was also given to rate of
ti-affie increase. This is dependent on increase
in ])opulation, increase of vehicles in propor-
tion to population, increase in traffic from
outside tlie state, and increased use of vehi-
cles as tlie highways are improved. For our
]iuri)oses, after analysis of existing data in
the above respect, it seemed reasonable to
assume that the increase in traffic would con-
tinue at the present rate of nearly 9 per cent
annually for the next 12 years without
extreme change. Traffic assumptions as of
1940 were w^orked out on an average of 9.6
per cent annualh' over the 1926 count.

RESOLUTION IS IMPORTANT
STEP FORWARD

( ( 'Diitinued frdm page 5. )

ratio that will tend toward establishing a
balance between the secondary highway mile-
age north and south.

It will be noted that the resolution is con-
fined to secondary highways. Primary high-
ways are not affected by it. Under the Breed
bill tlie secondary highway funds are divided
on a 50-50 basis between the north and south.
The resolution affirms this distribution.

The resolution also protects the highway
system against an undue inflation of mileage
by limiting the inclusion of new roads in the
next two 3'ears to from 10 to 12 per cent of
the present mileage in the state highway
system.

As far as the present administration is
concerned, we feel that this resolution is most
important in that it marks the definite estab-
lishment of the principle that additions to
the state highway system shall follow, and not
precede, an expert study by the state road
building authorities of roads proposed for
inclusion in that system. It means the end
of the designation of state highways watli nec-
essary engineering knowledge. It marks a
contribution to the highway system of Cali-
fornia as important as was the substitution of
the pay-as-you-go plan for the costly system
of payment through bond issues. I feel that
the Legislature will perform a very signal
service for the state in the adoption of this
resolution.

COXNI'X'TICUT — Accident reports for several
years indicate that less than 4 per cent are due to
defects in the vehicle.

VERMONT — Snow removal service last winter was
extended over 1702 miles of state highways, or slightly
less than one-half the mileage.

The information developed was applied in
a practical manner, as shown by the accom-
]ianying tyi)ical chart. This chart shows the
1926 peak hour traffic; the estimated peak
hour traffic of 1940, and the annual mainte-
nance costs per mile of the various types of
]iavement, as well as the pavement and shoul-
der Avidths on a given section of highway.

Similar charts have been prepared for the
entire state highway mileage and represent a
summary of pavement types, maintenance
costs and traffic records and needs, which
makes this information easily available for
analysis in connection with planning improve-
ment in the work of the maintenance depart-
ment.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

11

12

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

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CALIFORNIA HIGHWAYS AND PUBLIC WORKS

13

Fighting Floods With Sacked Concrete

By C. 11. Whitmouk, District Engineer

SJIIVELY BLUFF in llnniboldt County
on tlie Redwood Iliglnvay lias been the
source of extreme trouble either from
slides or from the wash of the Eel Kiver on
the end)ankment side of the roadway.

The spring" of 1928 found the roadway at
this point washed out until two cars couhl
not pass. (Shown in picture 46.)

Embankment quantities were computed and
it was found that about 8500 cubic yards of
material were necessary to fill out the roadway
to its standard width, and a study of the cut
side revealed the fact that probably 100,000
cubic yards would have to be moved to get
the roadway to a cut section which would be
safe. This would also open up a new face,
probably 100 feet high, which would cause
many new slides.

Various methods of repair were considered
but finally it was decided to refill the embank-
ment which had been washed out and protect
it against the river which rises, in flood times,
about 25 feet and carries very heavy drift.

As the season was getting late, the proposi-
tion of filling the embankment and slope pav-
ing was abandoned in favor of sacked con-
crete rip rap, as high water might be expected
at any time and with the use of the latter
method, the fill and the rip rap protection
could be brought up at the same time.

Accordingly, a trench was dug about two
feet deep in bed rock at the cross-sectioned
toe of fill, the first sack laid lengthwise, and
the second row placed crosswise, to render
better stability to the footing. The third row,
as well as the balance of the rows for the
entire height, was placed lengthwise again or
parallel to the grade.

Previous experience has shown that a better
bond can be secured by lapping the sacks to
approximately half their width, which gives
about a 1 :1 slope to the finished wall.

The wall should be brought up in sections
and as the concrete is mixed comparatively
wet, the handling of the sacks promotes a
kneading action which brings a film of grout
to the outside of the sack, promoting a perma-
nent bond between sacks when laid. When
a row has become set, before the succeeding
row is placed, a trench about eight inches
Avide, dug immediately behind the "cold" row,
should be filled with green concrete.

Top view, highway as washed out; middle view, the
first tier of sacked cement, view of sacked embank-
ment ; filling- in back of the sacks ; loiver view, the
widened highway.

14

CALIFORMA HIGHWAYS AND PUBLIC WORKS

Slope boards should be constantly employed
to keep the slope time to line and care must be
exercised to keep the rows from working out
as Avheeling over them tends to "mush" them
towards the outside. Changes in slope tends
to create knuckles which might cause trouble
later wdien the green fill settles.

Two mixers were set up on grade, and a
ho))per built immediately below the mixer
Avhere two men load sacks with concrete, tie
them and shoot them to the wheelers and
placers below by means of troughs. From this
point they are wheeled in wheelbarrows to the
point of placing. This is accomplished on top
of two-inch boards laid on the newlj^ placed
sacks.

Tlie fill was brought up Avith tlie assistance
of a team and fresno. At this ixnnt the con-
crete work was shut down until the embank-
ment was caught up.

This rip rap was 370 feet long and 25 feet
high, being "toed in" to the old ground on
either end.

Five hundred and fifty cubic yards of con-
crete were mixed and placed at a cost of $9.50
])er cubic yard. One cubic yard covers
ai)proximately 2.7 square yards of surface
so the cost per square foot is $0.35.

The sand and gravel was hauled from a
river bar by a 1^ cubic yard truck and
dum]5ed at the mixers close enough so that
it would be shoveled directly into the skip,
|)r()i)ortioning by shovel counts, so no wheel-
barrows were necessary. INIaterial was loaded
from the bar from a one-man gravel plant
consisting of a small hoist and bucket -which
dragged the material up a runway and
dum])ed into a loading box so there was no
lost time for the trucks.

About 20 to 25 cubic yards per mixer per
day should be averaged, depending on the
amount of mechanical trouble.

Mixing water was furnished from a pipe
line and small pump set on the river bank.

Ordinary small grain, potato or small sugar
sacks which have an open mesh are used.
Sacks are tied with wire and tied close to the
concrete so that a maximum rise per sack
may be obtained when they are placed in the
row.

This rip rap has stood over the winter and
has two small slips in it, both of which would
not have happened had the above directions
been followed more closely. However, high
water has been above these slip points twice
with no damage to the w^ork, and the slips
can be repaired at nominal cost.

This work was designed and construction
su]Kn-vised by Richard IT. Wilson, District
Maintenance Engineer.

Grade Crossing

Accidents Show

Decrease in 1928

There were 2179 grade crossing accidents in Cali-
fornia during 1928, according to a report just com-
piled by the Transportation Division of the Railroad
Commission. This was an increase of nearly 25 per
cent over 1927, when there were 1740 accidents, and
a still greater increase over 192G, when there were
1217 accidents.

The number killed in grade crossing accidents in
1928 was 1U5, as against 194 in 1927, and 139 in
192G. The injured numbered 732 in 1928, as against
703 in 1927, and G29 in 1926. It is apparent, there-
fore, that while there were more accidents in 1928
than in 1927, the death rate and the number of
injured was less than in the previous year.

These figures must be considered, the report points
out, together with the figures for the motor vehicle
registration during the same years. The total number
of all motor vehicles registered in California in 1928
was 1.822,202. while in 1927 it was 1,702,639, and in
1920 it was 1,010,770.

Los Angeles County, which has the largest number
of motor vehicles registered, as well as the largest
number of grade crossings, of any county in the state,
led in grade crossing accidents, and in killed and
injured therefrom. The figures are as follows : Number
of accidents in 1928 was 843 ; number of killed 48 ;
injured 285. In 1927 there were 759 accidents, 64
killed and 294 injured. In 1926 there were 422 acci-
dents, 47 killed and 314 injured.

Alameda Count.v was second in the statistics with
502 accidents in 1928, in which 23 were killed and
107 injured. In 1927 there were 295 accidents, with
20 killed and 129 injured, while in 1926 there were
207 accidents, 10 killed and 79 injured. Santa Clara
('ounty was third with 123 accidents in 1928, with 9
killed and 29 injured. San Joaquin County had 66
accidents in 1928 ; Fresno had 56 accidents ; San
Bernardino County had 55; Orange County, 46;
Tulare County, 31 ; Kern County, 30 ; Sacramento
47; and other counties recorded accidents in approxi-
mately tli(! ratio of their population.

Approximately 27 per cent of the grade crossing
accidents during the last three years resulted from
vehicles running into standing or moving trains.

The increase of accidents during the last two years,
occurring on double track crossings is apparently due
to the growing tendency of impatient drivers to pro-
ceed over crossings as soon as the first train has
cleared, without knowing whether or not a train is
approaching on the second track, with the result that
the vehicle is struck by a second train from the
opposite direction.

Suggestions are made for the installation of a
sitecial signal announcing the approach of a second
train at double track crossings, for the purpose of
reducing these accidents.

A large percentage of the accidents occurred at
grade crossings protected by wig-wags and also by
human Hagmen.

More than 75 per cent of the grade crossings in the
state are now protected only by crossing signs, and
that th(> ci-ossings protected by human flagmen or
wig-wag signals ai-e the more important ones, and
cari-y a <-onsi(l(>rable volume of vehicular trafiic.

December is the month of most accidents, while
May has the least. October shows the largest num-

(Contiinied on page 2.3.)

CALIFORMA lllOIIWAYS AND PUBLIC WORKS

13

New Signs Reduce
Hazard at Road-
Railroad Crossings

PENDING the completion ot' the proo-ram
of the California Highway Commission
for the elimination of railway grade
crossings upon the state highway system,
plans have been perfected by which the
hazard of remaining grade crossings will be
great! V re chic ed.

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Plans for a new system of marking grade
crossings have been perfected by T. H.
Dennis. ^Maintenance Engineer, acting nnder
the direction of C. H. Purcell, State Highway
Engineer. The new devices are now being
given their first tryout.

For the most dangerous crossings where
there is a large train movement, the crossings
are to be marked with Neon signs set from
poles over the center of the highway with a
14-foot clearance. These signs are visible in
a level country for 3 miles and can be easily
read at a distance of 1500 feet. They bear
the familiar warning R X R, where the rail-
road crosses at right angles with the highway
a two-faced sign is installed immediatelj^ above
the crossing. Where the highway turns to
cross the railroad the sign is installed before
tlie turn with a line and arrow indicating its

direction. These signs bear two large letters
witli the "X" 36 inches in height. The sign
itself is 3 feet, 6 inches in height by 8 feet
in length.

For crossings where the train movement is
not so large a railroad sign 10 feet in length
by 3 feet in height is being tried out. This
is illuminated by reflected lights, and is visible
for a long distance. It is installed approxi-
mately 400 feet from the crossing. Where the
highway bends to cross a railroad, the point
where the road turns is marked by an arrow,
which is in its turn illuminated by reflected
lights.

A third plan which is yet to be tested out
provides for the better illumination of rail-
road grade crossings by spot lights, attached
to neighboring poles.

Stanton Named as

Committee Chairman

T. E. Stanton, material and research engineer of
the Division of Highways, has been appointed chair-
man of the newl.v created western section of the com-
mittee on materials, American Association of State
Highway Officials.

Other members of the committee are as follows :
N. M. Finkbiner, engineer of materials, State High-
way Commission, Salem, Oregon ; Raymond Harsch,
materials engineer, bureau of highways, Boise, Idaho ;
Levi Muir, Jr., materials engineer, State Road Com-
mission, Salt Lake City, Utah.

In making the appointment, Mr. Mattemore, chair-
man of the general committee on materials, wrote
Mr. Stanton as follows :

"The question of active participation of the West-
ern States in the work of the committee on mate-
rials has given us some concern in the past. We feel
that these states should be actively represented on
our committee, but recognize that due to the distance
it is seldom possible for any of the members to attend
the meetings of the committee. It was for the pur-
pose of stimulating interest in our work that the
western section was organized, the idea being that
this section could meet as a unit from time to time
for the purpose of discussing methods of tests and
specifications with special reference to conditions in
the West."

After centuries of use of the left hand side of
streets for traffic, Australia has decided to follow
the United States and adopt the right hand side. The
change will involve an expenditure of $2,100,000,
since the government will have to change thousands
of signals.

Detroit has a new plan for sidewalk zoning. Side-
walks on the chief shopping avenue are marked off
into three lanes — one for northbound pedestrians, one
for southbound, and an inside lane where window-
shoppers can loiter as much as they like. At street
intersections painted footprints direct people into
the right lane of traffic. The plan was first installed
for the Christmas shopping season, and met with such
success that it is to be adopted permanently. The
experiment has resulted in greater ease and speed, as
well as greater safety for bundles, purses, and persons.

k;

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Official journal of the Division of Highways of the
Department of Public Works, State of California;
published for the information of the members of the
department and the citizens of California.

Editors of newspapers and others are privileged to
use matter contained herein. Cuts will be gladly loaned
upon request.

B. B. Meek -- Director

George C. Mansfield Editor

Address communications to California Highways and
Public Works, P. O. Box 1103, Sacramento, California.

Vol.

MARClI-ArRIL, 1929

Nos. 3-4

DIVISION OF HIGHWAYS

DEPARTMENT OF PUBLIC WORKS

STATE OF CALIFORNIA

C. C. YOUNG, Governor

B. B. MEEK, Director, Department of Public Works

CORNING DE SAULES, Deputy Director, Department

of Public Works
C. C. CARLETON, Chief of Division of Contracts and

Rights of Way
GEORGE C. MANSFIELD, Editor, California High-
ways and Public Works

CALIFORNIA HIGHWAY COMMISSION

RALPH W. BULL, Chairman, Eureka

J. P. BAUMGARTNER, Commissioner, Santa Ana

M. B. HARRIS, Commissioner, Patterson Bldg., Fresno

JOSEPH M. SCHENCK, Commissioner, c/o United

Artists Studio, Santa Monica Blvd., Los Angeles

FRED S. MOODY, Commissioner, 6 40 Kohl Bldg.,

San Francisco

C. H. PURCELL, State Highway Engineer, Sacramento

HARRY A. ENCELL, Attorney, San Francisco
E. FORREST MITCHELL, Secretary

HEADQUARTERS STAFF, SACRAMENTO

G. T. McCOY, Administrative Assistant

L. V. CAMPBELL, Office Engineer

T. E. STANTON, Materials and Research Engineer

FRED J. GRUMM, Engineer of Surveys and Plans

C. S. POPE, Construction Engineer

T. H. DENNIS, Maintenance Engineer

CHAS. E. ANDREW, Bridge Engineer

R. H. STALNAKER, Equipment Engineer

E. R. HIGGINS, Chief Accountant

DISTRICT ENGINEERS
CHARLES H. WHITMORE, District I, Eureka

H. S. COMLY, District II, Redding
F. W. HASELWOOD, District III, Sacramento

J. H. SKEGGS, District IV, San Francisco
L. H. GIBSON, District V, San Luis Obispo

E. E. WALLACE, District VI, Fresno

S. V. CORTELYOU, District VII, Los Angeles

E. Q. SULLIVAN, District VIII, San Bernardino

F. G. SOMNER, District IX, Bishop

R. E. PIERCE, District X, Sacramento

English Bumpy But
Better than We Could
Do in German

Letters regarding California's higlnvays
pour into the office of the California High-
way Commission from all parts of the world.
Here is one recently received from Konigs-
berg, Prussia :

Konigsberg i/ Pr, 12th of jiinuary 29
The State Highway Commission,

Sacramento, California
U. S. A.
Dear Sirs,

Elaborating a reseai'ch on the economical efficiency
of new highways for motoring, which are to be built
in East Prussia, I lack materials about the rent-
ability of such highways in U. S. A., which are
known the bests tlie world over.

I should be very much obliged to you for com-
municating me the experiences you made in your
state about this matter, namely : american motor high-
ways were they built to open regions of great
picturesque beauty and to be visited by tourists? did
their construction cause the fondation of new settle-
ments (towns, villages, hotels) still in prosperity?
what is the sort of construction which gave the best
effects and how elevated were the costs? and finally:
who gave the money to construct them and what may
be considered as the principal advantage they gave
to the country?

If their are books or printed artikles about the
question, please, indicate me the title and where I can
get them. You will render a great service to my
work so useful for the development of this country
by answering my questions. My professor at the
Commercial academy of Konigsberg, Mr. Rogowsky,
will be very grateful to your precious concurrence.

Trusting to receive as soon as possible your kindly
reply I am with my heartily thanks

Yours truly

[Name omitted]
Samlamdweg 8
Konigsberg i/ Pr
Germany

LITIGATION SETTLED

On August 1. 192S. bids were opened for construct-
ing an overhead crossing of the Southern Pacific Rail-
road tracks at Sargent in Santa Clara County. After
the contract was awarded and before the contractor
could start work, the property owners secured an
injunction to prevent the construction of the over-
head crossing. After long drawn litigation in the
courts the matter has now been satisfactorily adjusted
and it is expected that the contractor will start work
immediately.

General Headquarters, Third Floor, Highway Building,
Eleventh and P Streets, Sacramento, California

NEW MEXICO — Reconstruction of all state high-
way curves to make them safe at 35 miles per hour
has been ordered. Curves designed for slower speeds
are considered traffic hindrances requiring immediate
attention.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

17

GOVERNOR YOUNG ENUN-
CIATES POLICY OF STATE

HIGHWAY EXTENSIONS

(Coiitimu'il I'l-om pase i-)

fair and ])i'0|)er tliat tliis situation bo cor-
rected tlirou<i']i a <4Tadnal expansion of our
secondary road system.

Aceordino-ly I -would suggest that by reso-
lution the Legislature direct that a study of
this problem be immediately begun in order to
determine :

(1) Koads not now in the state highway
system, which, in the opinion of the California
Highway Commission and the Department of
Public Works, should properly be included
in it ;

(2) The extent to which there is a lack of
balance which prevents a well-ordered and
unified system, and the manner in which such
lack of balance may be corrected ;

(3) A study of the state highwaj^ system,
which will giA'C information regarding the cost
of bringing the system up to a stage where
traffic on our highways is adequately and eco-
nomically served;

(4) The extent to which highways may be
added in the next two years to the state sys-
tem without unduly jeopardizing existing and
future maintenance and construction funds ;
and

(5) Some method by which these mainte-
nance and construction funds may as soon as
possible be made aA^ailable for the new roads
that may be added to the state system.

I think we would all agree that, consider-
ing the many hundred miles of unimproved
and undeveloped roads in our existing state
highway system, we should not add new roads
to that system in any careless or haphazard
way. I think we would agree that before a
road is added a traffic and economic study
should determine its necessity, and a survey
as to rights of way, grades, economy of con-
struction, and the like, should determine its
location.

I think we would, also agree that new roads
should not be added more rapidly than they
can be adequately cared for. Money spent on
these new roads can be expended only on the
theory that they are more immediately impor-
tant to the state than other roads in the exist-
ing system whose development might thereby
be postponed. I am of the opinion that the
California Highway Commission and the
Department of Public Works are justified in
their belief that at the present time a mileage
increase of approximately 10 to 12 per cent,
or between 650 and 800 miles, is about all the
system can safelv stand.

NE('ES8ITY OK EQUAIjIZING SECONDARY MILEAGE

I think W(> would agree that in developing
our highway system we must do justice to all
sections of the stale The Breed law, in allo-
cating gas tax I'nnds, proi)Oi-tioned the
amounts given to ])rimary roads in the north-
ern and the southern portions according to the
primary mileage in these two sections, these
being roads of state-wide interest and impor-
tance. For the secondary roads, however, an
equal amount of funds was given to the north
and to the south. I believe that the best inter-
ests of the state will be served by maintaining
this equality of allotment.

However, the present highway system as
built up during previous administrations in-
cluded only 525 miles of secondary roads in
the southern counties as against 1778 miles
in the north. This means that whereas the
north has 1778 miles over which to spread its
allotment of secondary highway funds, the
south has only 525 miles on which to use an
equal allotment, thus requiring that, until
this lack of balance is adjusted by taking in
other roads which may qualify for a place in
the state system, there must be an uneven
development of the secondary system in the
two ends of the state.

No one, I am sure, would wish to disturb the
equal allotment of funds to northern and to
southern secondary roads. It is obvious,
therefore, that an unsatisfactory condition
will exist until the present great disparity in
secondary mileage is reduced. The Highway
Commission assures me that on the basis of
preliminary investigations it is also obvious
that, in the 10 to 12 per cent increase referred
to above, they must of necessity recommend
the addition of three or four times as much
mileage in the south as in the north. This
addition will be confined to the secondary sys-
tem and by so doing it will more nearly equal-
ize the secondary mileage in the state.

UNDISPUTED FAIRNESS OF SOUTHERN POSITION

I have noted certain newspaper accounts
which would seem to indicate that it is pro-
posed to change the present equal allocation
of funds to northern and to southern second-
ary roads. Nothing can be further from the
facts, since neither south nor north seeks to
disturb this wise provision of the Breed law.
The only change suggested is a rather gener-
ous increasing of the 525 miles of southern
secondary roads until they shall more nearly
approach in extent the 1778 miles of second-
ary roads in the north.

Fortunately no one wants to precipitate a
conflict between the two ends of the state. The

IS

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

south is not asking for a single dollar addi-
tional for the construction or reconstniction
of its secondary road system. It is asking,
however, for an increased secondary mileage
over which to spread the allotment which it
now receives ; and I have yet to meet a friend
of good roads, in the Legislature or out of it,
who considers this an unreasonable request.
It is not right that, with practically equal
trat^c and almost equal area, one end of the
state should continue to have nearly three and
one-half times as much secondary mileage as
the other; and that the latter, owing to this
limited mileage, must continue to convey its
equal traffic so largely over locally maintained
county roads.

On one point, however, I must reiterate
what I have already quoted from my biennial
message, that we must see to it that no exten-
sions whatever shall be made to the state high-
way system except after careful study and
survey on the part of our highway engineers.
To do otherwise would be to include roads
which afterwards we might all regret, just as
Ave now regret hundreds of miles which with-
out sufficient study were long ago unwisely
included in our present highway system.
Having made this mistake once, we must not
make it again. Even for the roads which are
included we must make certain of the engi-
neering data which shall make each of them
the very best road possible for the community
which it serves. The Highway Commission
and Department of Public Works have indi-
cated that they are prepared to commence this
work at once, thus assuring that the neces-
sary new secondary roads shall be promptly
added. I thoroughly approve of this, and
also approve of the ratio by which it is pro-
posed to begin the correction of the very inde-
fensible disparity of secondary mileage in the
two ends of the state.

Nevertheless, while this disparity is gradu-
ally being corrected, the study as proposed
must ultimately include every road in every
.section of the state whose probable right to a
place in the state system can be demonstrated.
Thus from time to time other roads will be
added, both north and south, until our sec-
ondary^ highway systems is complete. This,
when finally brought about, must be only
through the admission of roads on which such
adequate study has been made, and whose
right to a place in the secondary highway
system can not be disputed.

PROMPT INCLUSION OF NEW ROADS INSURED

It only remains to discover a method by
which, when new roads are recommended to
the Legislature for adoption into the system,

these roads may share in construction and
maintenance funds as speedily thereafter as
possible. In other words, if these roads are
not formally adopted until the next legis-
lative session, how can they be included in the
liigliway budget made just previous to the
beginning of that session?

AVhile it might be questioned whether
authority can be delegated to a highway com-
mission actually to "adopt" new roads into
the system without legislative ratification, the
HigliAvay Commission can at least, after
proper study, submit these to the Legislature
and include them in its proposed highway
budget, thus making certain that they can be
cared for as state highways two years from
next July.

By this procedure no time will be lost in
providing for the construction and mainte-
nance of the new roads thus to be taken into
the system. The highway budget for the
present biennium is already made up, but
these roads will go into the next budget, will
be recommended in my next biennial message,
and beyond the shadow of a doubt will be
formally .1-atified by the next Legislature.
^Meanwhile, with entire justice to every sec-
tion of the state, we shall have established the
principle that roads shall be added to our
highway system, not through political pres-
sure, but as the result of an impartial, un-
biased study of our highway needs. This will
also give to the members of the Legislature
supporting data for the roads in Avhicli they
are interested and which they may hereafter
seek to have added to the system.

BASIC PRINCIPLES FOR HIGIIW^W CONSTRUCTION

I feel A'ery strongly that the time is now
ripe, and the opportunity here, to formulate
a policy and establish a precedent that Avill
govern future additions to the state highway
system upon the basis of their ability to qual-
ify as of state importance. This policy and
]n-ecedent may be tersely stated as providing
that expert study by state authorities must
l>recede, rather than follow, the inclusion of
roads into the state highway system.

In conclusion, permit me to call your atten-
tion to the fact that our major highway prob-
lems haA^e been solved in a substantially satis-
factory manner. Avitli tlie exception of the
method by AA^hicli additions to the state high-
AA-ay system shall be made. The greatest con-
tribution that this Legislature can make to
our highAvay system is "to formulate a policy
of highAvay extension that Avill give to the
system its necessary and proper measure of
protection.

(Continued on page 19.)

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

19

The Designation of Sizes of

Crushed Rock and Gravel

l'.\' A. I{. WiNSLow, A.ssistant Construction Engineer.

THE method oi" designating' sizes of
erushed rock and gravel is far from
satisfactory and a campaign of educa-
tion at this time, witii the view of later
modifying the method, is desirable.

Occasionally one hears crushed rock

referred to as ''2i" rock,"

rock, ' '

"screenings," etc. These expressions are con-
cise but they are neither definite nor uniform
for Avhereas "2^" rock" usually means a mix-
ture of stones of various sizes of which the
stones that will just pass through a ring two
and one-half inches in diameter are the
largest, "f" rock" usually refers to a mixture
in which the stones that will pass a three-
fourths-inch ring are of the medium size.

Some commercial plants have their bins
numbered and the product of the plant is
referred to by the number of the bin from
which it is taken. Such a number system has
a significance to those acquainted with the
particular plant to which it applies but there
is a lack of uniformity among plants both
as to screen sizes and as to the manner of
numbering of bins, and the number system of
any one plant is not indicative of the products
of others. Furthermore it does not provide
for changes in screen sizes that may be made
from time to time.

In specifications, the customary way of
expressing the size of crushed rock or gravel
is by giving the diameters of the largest and
smallest stones in the mass, or rather the
diameter of the holes of a screen which will
just pass the largest stones and the diameter
of the holes of a screen which will just retain
the smallest stones. The dimensions are
given in inches, halves and quarters. Dimen-
sions expressed in this manner are somewhat
cumbersome. They could be simplified by
substituting decimal fractions for the common
fractions.

If decimal fractions are substituted they
should be carried only to the nearest tenth of
an inch and the decimal point should be
dropped. 2V' size would then become 25 size
and 1" size would become 10 size. Mixed
stones ranging between these sizes would be
known as 10-25 stone, the smallest size always
being given first. In practice the hyphen

between the 10 and the 25 would be dropped,
and the stone would be referred to as 1025
stone. By this system mixed stone ranging
from I" to 2" would be known as 520 stone,
and crusher run stone which passes a 2"
screen would be known as 020 stone.

While these expressions have not quite the
brevity of bin numbering, they have the
advantage of fixing definitely the limits of
sizes and they are sufficiently brief so that the
same expressions would be used in conversa-
tion as in specifications. Note, too, the simpli-
fication of the specifications with this system
as compared with present specifications. Dur-
ing the period of introduction a brief general
clause would of course be required in specifica-
tions to define the system of measurement but
from there on each reference to size would
be somewhat as follows :

PROPOSED SPECIFICATIONS

"All material shall be fifteen twenty-five
(1525) crushed rock."

PRESENT SPECIFICATIONS

"All material shall be crushed rock which
shall pass a screen with circular opening two
and one-half inches (2^") in diameter, and
shall be retained on a screen with circular
openings one and one-half inches (1^'') in
diameter. ' '

GOVERNOR YOUNG ENUNCIATES

POLICY OF STATE HIGHWAY

EXTENSIONS

(Continued from page 14.)

I feel that a program outlined in a con-
current resolution, embodying by reference
what I have tried to express in this message,
is one in which friends of good roads all
over California can join. I feel also that this
is a most happy time for the formulation of
these principles, since at this particular time
our action will not jeopardize the interest or
delay the improvement of any road in any
section of the state.

Respectfully submitted.

C. C. Young,

Governor.

20

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Revised Edition of Standard Specifications

FOLLOWING previous practice of peri-
odically issuing a new edition of the
Standard Specifications for highway
and bridge construction, a revised edition is
now on the press and will be available for dis-
tribution in a short time.

For the convenience of contractors and
engineers who are familiar with the 1927 edi-
tion, the changes which will appear in the
revised edition dated January 1929 are out-
lined below. This summary is necessarily
brief and for more complete information
reference is made to the full text.

In the division devoted to general pro-
visions, there has been added to section 1 defi-
nitions of the terms the "Director of Public
Works" and "Division of Highways."

Section 4, Article (c) dealing with altera-
tions has been expanded to fix the respon-
sibility with the contractor for promptly fil-
ing claims for additional compensation due to
change in character of work and allows ten
days time for filing such claims. A new
Article (d) has been added to Section 4 incor-
l^orating a latent condition clause similar to
that contained in the Standard Government
Form of C^ontract in use by the U. S. Bureau
of Public Roads. Article (f) relative to con-
struction and maintenance of detours pro-
vides that the state will bear the entire
expense of constructing and maintaining
detours except that detours used exclusively
by the contractor for hauling shall be con-
structed and maintained by him ; also that the
state will have authority to regulate the con-
tractor's hauling over a public detour.

In Section ."), Article (b), Plans, provides
for Avaiver of approval of plans for cribs,
cofferdams, false Avork, centering, etc., and
])laces responsibility on the contractor for
successful construction of the work when
approval of such plans is waived. The require-
ment that the contractor furnish stakes neces-
sary for staking out the work has been omitted
from Article (g). Lines and Grades, and in
tlie future stakes will be furnished by the
state.

A new Article (a) has been added to Section
fi entitled "State Furnished IMaterials" rela-
tive to the contractor's responsibility for the
care and unloading of materials furnished by
the state. This article is identical with the

section now appearing in the Special Pro-
visions covering the same matter and will be
omitted from them in the future. The Special
Provisions will contain onl.v a statement of the
materials to be furnished by the state and the
l^oints of delivery.

The graded deval abrasion test has been
eliminated from Article (d). Special Methods
of Tests, as that test has been abandoned in
determining the acceptability of road material.

Section 7 (e). Public Convenience and
Safet}^ has been rewritten to provide that in
so far as practicable the state will assume all
costs of maintaining traffic. It provides that
the state will defray the expense of flagmen
and guards required to direct and control
traffic and such special signs as may be
required ; however, any flagmen or guards
stationed to protect the work or to watch
Avorking equipment shall be paid for by the
contractor.

A new paragraph has been added to Section
8 (e) incorporating an "Act of God" clause,
relieving the contractor from res]ionsibility
for delay in completing the work due to cer-
tain causes enumerated in the specifications
beyond his control.

The amount retained on progress estimates
has been reduced to 10%.

In the division relating to construction
details a new article (e) has been added to
Section 11, Eartlnvork, to provide that the
state will pay for grading construction roads
to permit access to the loAver portions of high
fills in order that they may be compacted.
The payment clause provides that grading
work will be measured in excavation and the
clause ]-)roviding for payment in embankment
has been eliminated. The payment clause for
structure excavation has been rewritten to
clarify the intent in regard to payment for
backfill. Payment for backfill at culverts,
retaining Avails, and other structures except
bridges is made at the contract price for
structure excavation ; that is, the quantity of
structure excavation to be paid for is the
(|uantity excavated plus the quantity back-
filled. In the case of bridges over 20' clear
spun no alloAvance is made for backfill and the
contractor must absorb the cost of backfill in
the price paid for the excavation.

The article on embankment has been
expanded to provide that adobe material shall

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

21

l)e placed in the bottom of fills and that
embankments shall be constructed in 8" layers
and thoronjihly eompacted by rolling and
waterin<>'. Cases Avhere embankments are con-
structed from rock excavation and of sand are
also covered. A clause has also been added
tliat no rocks larger than 6" in size may be
]ilaced in the upper 2' of embankments. The
articles on borrow excavation have been
rewritten to provide that payment for im-
ported borroAV shall also include the neces-
sary haid and that no allowance will be made
for haul of imported borrow. The article on
overhaul has been revised to provide for the
contractor submitting a bid for overhaul as
has been our practice for some time.

Section 12 on subgrade has been rewritten ;
however, the requirements of the specifica-
tions have not been changed except that sub-
grade for macadam surfacing shall be pre-
pared as specified for asphalt and concrete
pavement.

A paragraph has been added to Section 13,
on shoulders, requiring that they be rolled
when adjacent to pavement.

A new section numbered 14 has been added
for finishing roadway. This section is the
same as the one included in the Special Pro-
visions for work now advertised and pro-
vides for including an additional item in the
bid scheduled.

Section 16, Untreated Crushed Gravel or
Stone Surfacing, provides that all material
shall be crushed and if gravel is used that
portion passing a screen with openings ^"
greater than the maximum crusher opening
during normal crusher operation shall be
wasted and not used in the work. The pay-
ment clause has been amended to omit the
provision that additional binder would be paid
for as extra work and requires the contractor
to furnish binder without additional pay.

A new Section 17 has been added for oil
treated crushed gravel or stone surfacing.

The section formerly entitled "Water-
bound ^Macadam Base Type B" has been
entitled "Crusher Run Base" in the new
edition : otherwise, the specifications remain
identical with the former.

The section on side forms provides that all
forms shall be cleaned and restored to their
original condition before being used a second
time. It requires the use of side forms for
macadam and provides that for macadam
and asphalt concrete paving work the timber
side forms be left in place.

New paragraphs have been added to the
section on AVaterbound ^Macadam Base requir-
ing the use of side forms which shall be left
in place after the surfacing is completed, also

providing for testing and truing up the sur-
face before rolling the broken stone.

The section on bituminous macadam sur-
face includes an additional size rock from f"
to J" designated key rock for filling after the
first application of bituminous binder ; screen-
ings from J" to 1" are to be used for filling
after the second application of bituminous
binder. A new paragraph has been added to
provide for testing and truing up the broken
stone to insure a smooth riding surface.

The asphalt concrete specifications permit
the use of coarse aggregate containing up to
15% of particles which show a loss in the Los
Angeles Rattler in excess of 55%. They pro-
vide that no mixture shall be spread when the
atmospheric temperature is below 40^ F., nor
during rainy Aveather. The use of automatic
spreading and finishing machine is required
as has been specified during the past year.
The laying of the base course is limited to a
distance of not more than one mile before it
is covered with the surface course. A pro-
Adsion has been included requiring one ten-
ton macadam roller and sufficient eight-ton
tandem rollers to provide one roller for each
1200 square yards of pavement laid per day,
and that rolling shall continue until the pave-
ment has a relatiA'e specific graA'ity of not
less than 92% of the specific gravity of the
combined aggregates. A new section has been
added entitled "Asphalt Concrete Leveling
Course" using material graded from 1-14"
down. This mixture is to be used as the
lower course on resurfacing Avork Avhere thin
layers are required, and proA^ides a mixture
with more large aggregate, less fine aggregate
and less asphalt content than the Type "A"
surface mixture. The sections for asphalt con-
crete surface. Type "D." and asphaltic sur-
face. Type "E" (Mastic) haA'e been omitted.

The section on Portland Cement Concrete
paA'ement has undergone some rearrangement
of text in the first few articles. Pavement
is specified to be laid in strips 10' Avide with-
out additional payment for such part Avidth
construction; this requirement eliminates the
longitudinal Aveakened plane joint. A ncAV
specification for expansion joint filler has been
included, together Avith the requirement that
backing plates be used in the installation of
expansion joints. This provision is similar
to the specifications included on recent con-
crete paA^ement Avork. The material specifica-
tions for the joint filler has been made a
separate section — No. 63. An impervious mem-
brane method of curing has been included to
permit the use of the Hunt process for curing
bridge decks and AA'here it may be specifically
permitted.

(Continued on page 23.)

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Highway Patrolmen
Commend Striping
In State Roads

The California Association of Highway
Patrolmen adopted the following resolution at
a meeting held in San Jose on March 30th :

Whereas. Tlio California Association of Highway
Patrolmen is an organization composed of traffic
enforcement officers especially detailed on the public
highways of this state to guard said highways against
traffic oft'enders who endanger the life and property
of law-abiding citizens, and

Whereas, This Association unites with any agenc.v
that initiates movements or adopts policies that will
promote the safety of the motorists on the public
highways against the danger of automobile accidents
and thus prevent the loss of life and property, and

AVhereas, The Board of Public Works of the State
of California has seen fit to paint lines on dangerous
curves and over hills on various state highways under
its supervision, and

Whereas, It is known to the members of the Cali-
fornia Association of Highway Patrolmen that the
presence of said lines on the highways assists and
guides the automobile drivers traversing said high-
ways and thus prevents or tends to reduce the number
of automobile accidents, now, therefore, be it

Resolred, That we, the members of the California
Association of Highway Patrolmen, do hereby highly
commend the Board of Public Works of the State of
California for its good work in helping to minimize
the number of accidents on our highways, and we
sincerely hope that its efforts will continue unabated.

CALIFORNIA ASSOCIATION OF
HIGHWAY PATROLMEN,

Frank J. Duncan, President,
By John Sansone, Secretary.

ALONG THE FEATHER

THE MEN WHO MAKE THE ROADS

O, Brothers, when you motor out

In double fours of flivvers.
To lamp the landscape round about

And agitate your livers.
The while your gas-consumer flies.

O'er beaten trails and byways;
Oh, breathe a prayer and bless the guys

That built the bloomin' highways.

Be mindful of their lowly lot,

They rarely ride as you do.
You drive nice cars, but they do not —

At least a very few do.
And life would be a dreary hike

If it were not for fellows like

The ginks that give us highways.

— C. Wiles Hallock, in
Western Hightcays Builder.

As part of the matriculation examination in Eng-
lish, the entering students were asked to write a
brief definition of their conception of a self-made
man. One young lady wrote as follows :

"A self-made man is like a self-made cigarette — a
lot of Bull wrnpiM'd in a transparent cover."

Tile above concrete culvert was built by men in a
prison camp near Oroville, now engaged in building
the Feather River lateral to the state highway
system.

PROTECTING AGAINST FIRE

The maintenance dei)artment organization has been
busily engaged in getting the roads in as good shape
as possible for the increase in travel which is coming
with good weather. Several outfits are engaged in
spraying Diesel oil along the roadsides and will have
several hundred miles of roadside protected from fire
hazard by this means within the next two or three
weeks.

A pupil was having trouble with punctuation and
was being c:illed down by the teacher.

"Never mind, sonny," said the visiting school board
president, consolingly, "it's foolish to bother about
commas. They don't amount to much, anyway."

"Don't they?" replied the teacher, turning to the
president. Then calling to one of the pupils she
ordered the boy to write on the board this sentence :
"The president of the board says the teacher is a
fool."

"Now," she continued, "put a comma after 'board'
and another after 'teacher'."

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

23

REVISED EDITION OF

STANDARD SPECIFICATIONS

((^)ntimK'd from page 21 )

The seelioii on concrete structures has been
materially revised. The articles on coffer-
dams an<l caissons, forms and false work, con-
crete deposited under water, construction
methods, bondings, curing, and the various
surface finishes have been completely re-
written. A paragraph has been added per-
mitting the use of diatonuiceous earth up to
three ])Ounds per sack of cement in structure
concrete.

The section on timber structures has been
completely rewritten and specifications in-
cluded for Douglas fir, southern yellow pine,
redwood, cedar and yellow pine.

The s})ecifieations for concrete permit the
use of aggregate containing up to 15% of
particles which show a loss in the Los Angeles
rattler in excess of 55%. A paragraph has
been added providing that the contractor shall
defray the cost of sampling and testing cement
sampled directly from the car when he
neglects to arrange with the cement company
to set aside sealed bins or rooms from which
samples may be taken by the state.

The sjiec'ifications for mesh reinforcement
for use in reinforcing second story pavement
over tlie edges of the old base have been
amende 1 to omit the requirement that the
cross-xectional area of the longitudinal mem-
bers equals 70 '^v of the cross-sectional area of
the corres]ionding methods of bar reinforcing.

The section on rubble masonry has been
rewritten to be more complete than the former
section.

The section on reinforced concrete pipe
culverts has been rewritten to conform with
the tentative Standard Specifications adopted
by the Joint Concrete Culvert Pipe Com-
mittee.

A specification for plain concrete pipe has
been added to the section on vitrified clay
\)ipe and a strength requirement has been
included.

The section on timber piles and preserva-
tive treatment of timber and piles has been
com]iletely rewritten.

The section on underdrains includes cement
concrete tile and provides that perforated
metal pipe shall be manufactured of metal
conforming to the requirements of the first
alternative for corrugated metal culverts.

The section on guard rail provides for con-
crete posts as well as timber posts and omits
the requirement that timber posts be dipped.

In the section on paint and painting, the
specifications for turpentine have been revised

to include gum turpentine, wood turpentine,
and turpentine substitute. The article on
drier contains specifications for both a
straight oil drier and Japan drier. A new
article has been added containing a formula
for guard rail jiaint.

The specifications for asphaltic road oil calls
for an asphalt content of 94% plus. The
specifications for fuel oil provide for two
grades, light fuel oil to contain from 50% to
60% asphalt, and heavv fuel oil to contain
from 60% to 70% asphalt.

GRADE CROSSING ACCIDENTS SHOW
DECREASE IN 1928

(Continued fi'om page 14.)

ber of .serious accidents, and June the least. Satur-
day has more accidents of any day of the week, and
Sunday the least. The greatest number of accidents
occur between five and six p.m. and the least num-
ber between four and five a.m., during the 24 hours.

Some interesting facts have been developed by the
Transportation Division of the Railroad Commission
in its tabulation and study of grade crossing and
other accidents involving common carriers in Cali-
fornia in 1928, made by Joseph G. Hunter, Chief of
of Division.

The railroads have expended .$.3,000,000 under the
direction of the Railroad Commission in crossing pro-
tection devices, the maintenance of which costs
approximately .$800,000 per year. Notwithstanding
this expenditure of money, accidents occur at many
grade crossings, protected with the most improved
automatic signal devices. Of the 2179 grade cross-
ing accidents in 1928 there were 917 at crossings
protected only by signs of different types, while 538
occurred at crossings protected by automatic wig-wags.

"Trying to beat the train" across the grade cross-
ing, accounted for a large proportion of these acci-
dents. Driving past other automobiles standing at
the crossings, and being struck by a train or electric
interurban car, accounted for 10 persons killed, and
38 persons injured.

The report calls attenti(m to a growing tendpncy
of drivers to be impatient at grade crossings, and to
hasten upon the crossing with disastrous results.
Adoption of the recommendations of the "Hoover Com-
mittee," making it a misdemeanor to drive over a
grade crossing when the warning signal is in motion,
and granting authority to the State Highway Com-
mission to designate crossings where all vehicles must
stop, is favored by the Commission's transportation
Engineers.

Liza and Fannie were discussing their Sunday
night dates.

"Yes, mum. I done had me a neckin' party last
night."

"Neckin" party? Law. chile, them is out of style.
They done had them 4000 years ago."

"Four thousand year ago?"

"Sure, my mammy done told me the Bible says
that King Solomon took the Queen of Sheba into the
banquet hall and lie fed her wine and nectar."

So live that you wouldn't be afraid to sell the fam-
ily parrot to the town gossip. — Troy Times.

24

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

SEMI-ANNUAL TRAFFIC COUNT

(Continued from page 6.)

Kmite Sunday Mdiiday

No. Gain Loss Gain Loss

I'd. Pet. Pet, Pet.

51. Santa Rosa to Schellville — 11 1

-y2. Alto to Tibiiron __ IS 2

53. Fairfield to Lodi — 4 9 —

55. San Francisco to Spring Valley

Dam — 27 — 38

57. Santa Maria to Bodflsli via Ba-

kersfield __ 37 7

58. Mojave to Topoc 46 __ 45

60. El Kio to San Juan Capistrano__ 30 __ 4

64. Mecca to Blytlie — 21 20

65. Auburn to Sonora 5 23

68. San Francisco to Burlingame 31 — 31

71. Crescent City to Oregon Line 30 — 30

Average of all routes 8 — 4

The count by stations follows:

Route 1. San Francisco to Oregon Line

.lanuary, 1928 .January, 1920

Sun. Mon. Sun. Mon.

Station 15 16 13 14
San Rafael, north of city at top

of liiU 4.299 1,009 4,019 1,853

Petaluiiia. north of city 4,945 3,871 * *

Santa Rosa, south of city. Triangle

service station 2,798 1,821 * *

*Road closed.
Santa Rosa, north of city at railroad

crossing 3,079 2,474 3,414 2,854

Healdsljurg, south of city at rail-
road crossing 1,797 1,331 1.561 1,394

rkiah, south of city, junction Rt. 70 797 980 1,306 1,013
Ukiah, north of city, junction route

15 to Colusa 885 616 1,082 796

Willits, north of ety, juneton road

to Fort Bragg 370 268 509 379

Eureka, south of city limits 2,753 1,813 3,279 2,321

Areata, north of city at junction

route 20 1,222 893 456 296

Crescent City, junction of road 4G0 434 536 491

At Oregon Line 70 63 126 104

Route 2. San Francisco to San Diego

Ciihna, junction road to South San

Francisco 18,497 8.767 13,850 7,570

S,ui Bruno .Junction Bay Shore Road 20,561 8,444 17,423 8,174

San Mateo, south of city at 16th

Ave. 19,231 9.461 18,956 8.996

Redwood City, north of city limits_ 16,122 8,513 17,309 8,072

Palo Alto, at road to Federal

Tel. Sta. 11,521 5,834 11,667 5,692

San .Jose, north of city at Lum-
ber yard 10,289 17,159 17,069 17,830

San .lose, south of city limits 6,098 5,464 6,367 5,004

Gihoy, north of city, junction ro.id

to Watsonville 4,861 3.353 4,927 3.963

Salinas, south of city limits 1,995 1,701 2,388 2,301

Paso Robles, north of city limits__ 1,028 SSO 1,154 954

Paso Robles. .south of city limits— 1.631 1.229 1.759 1,282

San Luis Obispo, north of city limits 1,777 1,268 2,001 1,418

San Luis Obispo, south of city

limits at railroad crossing 2,791 1,910 3,345 2,200

Santa Maria, north of city junction

Route 57 to Bakersfield 1,671 1,178 2.182 1,229

S.iiita Barbara, west of city, junc-
tion San Marcos road 2,865 1,864 4,609 2,826

Santa Barbara, 300 feet east of

city limits 5.836 4,928 8,786 7,828

Ventura, west of city at bridge-. 6,106 4,466 6,221 2.990

Ventura, west of city limits 5,208 3,710 6.653 4,316

Los Angeles, east of Indiana St.__ 21,462 19,330 25,438 21,322

Wliittier, at junction with Iladley

St. 13,001 9.667 20.592 12.719

Anaheim, nortli of city limits 11,315 8,362 12,744 8,054

Santa Ana, north of city at junc-
tion county road to Orange 8,976 6.659 10.746 6,628

Serra, junction route 60 3.392 1.955 5,718 2,467

Oceanside, near south city limits 4,701 3,147 6,768 3,729

Delmar. at Santa Fe Railroad

crossing 4.086 2.409 5.923 2.672

Route 3.

Sacramento to Oregon Line, via
Marysville

Saei'amento. north at junction with
Garden Highway 9,095 9,689 8,992 9,329

Marysville, south of city at junc-
tion llammonton road 1,550 1,360 1,867 1,675

.January. 1928 .January, 1929

Snn. Mon. Sun. .Mon

Station 1.". 16 13 14

Yuba City, north of city at junc-
tion Route 15 2,105 2,231 2,117 2,205

Chico, at junction county road

to De Sahla 2,431 2,039 2,108 1,767

Chico, north of city, junction

county road east 1,650 1.267 1.149 1,131

Red BlutT, at junction route 29

to Susanville 894 909 932 791

Redding, south of city, junction

route 28 to Alturas 1,213 1,280 1,012 980

Dunsmuir, north of city limits at

bridge 1,258 1.207 1,659 1,192

Yreka. south city limits 985 869 1.153 1,015

At Oregon Line 402 356 524 366

Route 4. Sacramento to Los Angeles (Valley

Route)

Sacramento, soutli of city limits 6,164 5,725 5,167 4,698

Lodi, junction route 24 to San

Andreas 2,724 2,058 2,615 2,141

Stockton, north of city at Cherokee

Station 5,097 4.007 1,595 1,360

Modesto, north of city 5,130 4,212 4,869 4,297

Jlodesto, .south of city 5,208 4.974 5.241 5.043

Turlock. north of city 3,336 2,580 3,238 2,798

Turloek. south of city 2,523 1,991 3,042 2,460

Atwater, north of city 2.342 1,827 2,401 2.078

Merced, north of city at bridge__ 3.388 3,073 3,426 3,282

Merced, south of city at bridge__ 2,382 2,196 3,426 3,282

Fresno, south at maintenance yard 7,036 6,752 7,084 7,149
Kingsburg, south of city near Kings

River Bridge 2,172 1,665 2.171 1,711

Tulare, south city limits 2,350 2,078 2,334 2,123

Bakersfield, north of city, junc-
tion county road to Oil Center 5,297 4,923 3,841 3,088
Castaic, .iunction county road to

Santa Paula 3,277 1.863 3.675 2,251

Saugus, junction route 32 to Mojave 6,746 2.644 9.294 5,266

Newhall, end of section L.A.-4-E_ 9,730 3,494 11,650 4,336

Route 5. Stockton to Santa Cruz via Oakland

Tracy, west of city, junction

county road to Byron 2,702 1,491 3,750 1,896

Livermore, east of city, junction

county road to Livermore 1.786 1.123 3.633 1,948

Hayward, junction with Castro

Valley road 1,418 1,104 6,052 2,385

Niles, junction Niles Canyon road 4,457 2,317 3.387 2,166
Nine miles north of San .Jose,

junction county road to Center-

ville 6,509 2,351 5.147 1,982

Five miles north of San .Jose 8,330 3,662 7,889 3,319

San .Jose, at north city limits..- 5,697 3,437 5,734 2,847

San Jose, west of city at sanitarium 6,722 6,180 7,054 6,421

Los Gatos, northeast of city 3.267 1,929 2.863 1,698

Santa Cruz, north of city 2.168 897 2,217 1,049

Route 6. Sacramento to Woodland Junction

West of Sacramento at underp.ass. 4,114 3.008 3.561 2.773

Da-.is, east of city, at underpass.. 3.383 2.563 2,821 2,218

Route 7. Tehama Junction to Benicia

Benicia, north of city 681 258 477 254

Fairfield, east of city 2,778 1.S04 2,548 1,844

Dixon, south of city 2,354 1.484 2.228 1,576

Woodland, south of city 2,237 1,711 1,875 1.563

Williams, south of city 1,054 7(;n 1,124 802

Willows, south of city 1,055 950 1,387 1,444

Orland, at junction route 47 to

Chico 892 865 1.121 934

Red Bluff, south of city at Reed

Creek bridge 795 964 984 990

Route 8. Ignacio to Cordelia via Napa

Pef.'iluma Creek bridge 1,113 290 1.036 3 42

Schellville. junction route 51 to

Santa Ro.sa 878 756 843 423

Napa, junction county road to

Valleio 3.675 1,608 3,088 1,681

Cordelia, junction route 7 2,742 1.433 2,332 1,510

Route 9. San Fernando to San Bernardino

Tujunga, west of Sunset Blvd 3,290 1,290 7,059 2,734

La Crescenta, west of Pennsylvania

Ave. 6,354 2,945 7,326 3,275

Pasadena, east of city limits 11,174 6,714 15,108 6,961

Azusa, west of city limits 11,507 4,603 13,372 5,728

Upl.ind, east of city at junction

county road to Upland 4.331 1,717 5,370 2,092

San Bernardino, west of city 5,908 3,309 6,886 4,047

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

25

Route 10. San Lucas to Sequoia National Park

.lamiary, 1028 .liimiary, 1020

Sun. .Moil. Sim iMmi

Station l.j 10 13 14
San Lucas, south of city at junction

route 2 43 70 106 115

Coaliiwi. west of city 372 234 300 227

llanfoid, west of city limits 1,379 1,432 1,088 1,688

Hanford. east of city, intersection
county road to Kingslnirg and

soutli to Corcoran 2,182 2,087 1,843 1,908

Visalia. east of city of E.xeter

jiiiu-tion 1,363 870 1,289 1,200

Route 11. Sacramento to Nevada Line via

Placerville

Sacramento, east of city liniits_^_ 3,304 2,223 2,811 1,667
Folsom. west of city at junction

witli Pratt's road 1,187 723 1,071 684

Placerville. west of city 1,318 536 1,042 483

Placerville. east of city 1,177 591 1,110 553

Between Kiverton and Kyburz 112 22 No count

Route 12. San Diego to El Centre

San Diego, east of city, Euclid

.Ue. at Cajon Ave 2. .519 2,370 8,372 4,054

El Cajon, west of city limits 5,240 3,330 6,541 2,558

Jacumlia. at junction county road

to El Campo 652 385 815 602

El Ceiitro. west of city at junction

route 26 to San Bernardino 1.744 1.774 2,401 2,229

Route 13. Salida to Sonora

East of Salida, at McHenry's Ave.

to Modesto 1.229 827 960 773

Oakdale, west of city 1,417 909 1,285 908

Sonora, south of city 1,938 1,231 2,272 1,413

Sonora, east of city 1,475 660 1.517 483

Route 14. Albany to Martinez

Alhany. at county line 17.748 11.402 16,783 11,917

Junction county road to Richmond 14.008 8,000 12,769 8,547

.Junction Franklin Canyon road_-_ 5.607 2.763 5.235 2,351

Carquinez Bridge 3,434 1,537 3,377 1,753

Crockett, 1 mile south of city,

junction county road to Crockett 1.606 1,182 990 1,029

Martinez, west of city limits 974 408 510 461

Route 15. From Route 1 Near Calpella to

Grass Valley

Ukiah. north at junction route 1— 416 319 518 378
Near Venada. junction county road

to Bartlett Springs 34 103 26 42

Williams, west of city 293 444 561 487

Williams, east of city 554 553 545 469

Colusa, e.ast of city 788 778 566 507

Marysville. east of city 522 432 416 403

Grass Valley, west of city 311 196 961 406

Route 16. Hopland to Lakeport

Hopland. at junction route 1 371 337 494 476

Lakeport, south of town 663 541 561 544

Route 17. Roseville to Nevada City

Boseville, east of city 2,042 1,312 2,493 1,335

Aulnirn. south of city at S. P.

R. R. crossing 1,725 1,309 1.330 710

Auburn, north of city at junction

Country Club road 897 508 568 255

Grass Valley, south of city 771 421 1.011 455

Nevada City, south of city 1.074 843 1,221 905

Route 18. Merced to El Portal

Pierced, at intersection county road

and 21st street 1,485 1,193 1,854 1,200

Merced. 12 miles east at junction

county road to Le Grand 862 192 1,087 236

^Mormon Bar, at junction county

road to Mormon Bar 996 322 1.282 334

Riceburg, Bear Creek bridge 869 263 899 126

Route 19. From Route 9 West of Claremont to
Riverside

Between Pomona and Ontario, at

Chino cross roads 12,023 6,551 13,034 5,311

Los Angeles County hne, east

limits of Pomona 12,337 6,510 13,209 6,783

Riverside, west of city near Santa

Ana River Bridge 7.373 5,226 7,866 4,754

Route 20. Route 1 Near Areata to Redding

January, 1928 January, 1929

Sun. iMon. Sun. Mi>n.

Station 15 16 13 14
.\rcata, north of city at junction

Rt. 1 848 423 811 560

Weavcrville. 3 miles south 38 40 90 77

Between Ik'dding and Tower House 130 176 175 166

Route 21. Route 3 Near Richvale to Quincy

Oroville, east of city 576 457 833 752

Quincy 5 1 51 116 49

Route 22. San Juan Bautista to Route 32 via

Hollister

San Juan Bautista, south of city

at junction route 2 1.470 907 1.639 918

Hollister, junction route 32 708 303 518 249

Route 23. Saugus to Bishop

Saugus, junction witli route 4 5,157 1,513 7,643 2,490

Lancaster, junction with route 59

to Neenach 1,464 899 1,841 1,015

Freeman, 1 mile north, junction

to route 57 130 93 165 10.5

Lone Pine 489 534 338 364

Bishop, half mile north junction

county road north and county

road easterly 302 321 488 406

Route 24. Route 4 Near Lodi to Valley Springs

Lodi, junction route 4 1,363 1,103 1,262 1,085

Between San Andreas and Valley

Springs 1,925 248 1,223 241

Route 25. Nevada City to Downieville

Nevada City, north of city 162 148 276 184

Camptonville, north of city 54 73 107 101

Route 26. San Bernardino to El Centre

San Bernardino, south of city at

north end of Santa Ana Bridge

county road to Colton 3,066 2,503 4,864 3,150

At intersection Mt. View Ave.,

west of Redlands 2.988 1,946 5.571 3,399

Beaumont, junction Jack Rabbit

Trail 1,771 1,173 3,657 1,715

Coachella, south of city at junction

county road to Tliermal and

Mecca 1,434 915 1.449 1,056

Westmorland at railroad crossing 2,023 1,715 2,620 2,371

Brawley Junction, southwest of city 2,843 2,641 3,340 2,903
El Centro, west of city, junction

Route 12 4,306 3. 983 5.034 4,481

Route 27. El Centro to Yuma

El Centro. east of city at junction

county road north to Brawley

and south to Cale.\ico 2,484 3.131 2.940 3.003

East of Holtville 1,572 1,585 1,728 1,621

Sand Hills maintenance station.. 792 518 928 580

Yuma at S. D. A. plant quaran-
tine station 2,658 2,031 2.853 1,954

Route 28. Redding to Nevada Line via Alturas

Redding, south of city at junction

with route 3 445 479 468 488

Four miles east of Pittville at

maintenance station 103 87 120 54

Canby 65 76 173 159

Five miles north of Alturas at

junction road to Lakeview 43 39 104 84

Route 29. Red Bluff to Nevada Line via

Susanville

Red Bluff, east at junction route 3 261 269 261 200

Susanville, 1 mile west of town__ 314 186 670 286

Susanville, 1 mile east of town__ 743 503 1.108 747

Five miles south of Constantia___ 53 50 128 88

Route 31. San Bernardino to Jean

San Bernardino, nortli of city at
junction Jit. Vernon and High-
land Aves 3,669 1,031 3. 680 1,059

South of town limits of Victorville 1,084 635 1.472 856

Southwest town limits of Barstow 457 350 704 483

Nevada state line 96 94 200 169

26

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Route 32. Route 2 Near Gilroy to Route 4 Near
Califa

.lamnny. l!):iS .laiuiary, 1929

Sim. .Mod. Sun. Mon.

Slatiim 1.-) 1() 13 14

Hollisler. jiim-tinn with nnite 22 802 374 878 416
I'acliecn I'a.s.s at Meiced-Saiita

("lara County Line 973 371 1.025 428

East of Los Banos at junction

county road to Dos Palos 447 370 1,12.5 820

Califa 1.0G8 439 514 344

Route 33. Paso Robles to Route 4 Near

Bakersfield

Paso Roijles. east of city 1,005 914 1,147 928

Paso Robles, one-quarter mile east

of city (ilS 48S 617 501

Lost Hills, intersection of Main

street 21S 233 355 372

Route 34. From Route 4 Near Arno to Pine

Grove

Twin Cities, .innction route 4 304 282 254 186

West (if lone, junction county

road to Michigan Bar 188 119 162 143

Nortli of .lackson, junction route 65

to Placerville 634 461 617 471

Pine (.rove, east of town 239 120 289 149

Route 37. Auburn to Nevada Line Near Verdi

Aul)nrn. east of city 1.370 1.155 1,368 647

Colfax, east of city, junction

Nevada City road 392 200 703 132

Truckee. east of citv. junction

route 38 to Nevada 119 48 340 104

Route 43. San Bernardino to Big Bear Lake

Foot of Waterman grade 966 350 1.401 222

Pinecrest. junction county road to

Arrowhead Lake 175 30 497 50

Running Springs Park. Junction

City Creek road 57 No count 299 37

West end of bridge over Big

Bear dam 58 18 268 57

One mile from end of route 43.

jiniction county road to Pine Knot S9 .TO 109 36

Route 44. Boulder Creek to Redwood Park

Boulder Creek at park line 373 239 493 315

Route 47. Orland to Chico

Orland. jiniction with route 7 565 490 738 819

Chico. west of city 1.077 834 906 929

Hamilton City, at Union High

Sdiool 376 179 No count

Route 48. McDonalds to Wendling

^IcDonald, junction route 1 113 104 148 112

Weiuilinii, 3 miles west of town__ 233 158 288 177

Route 49. Calistoga to Lower Lake

North of Calistoga .'if foot of giade 363 237 321 239
Lower Lake, junction Kelsyville and

and h. L. road 321 345 200 234

Middletown. junction Cobb Mtn.

road 493 408 640 519

Route 51. Santa Rosa to Schellville

Santa Rosa, east of city 2,461 1,762 2,044 1,768

Schellville, .lunetion route 8 712 342 766 360

Route 52. Alto to Tiburon

Belvedere, junction 1.439 8(12 1.186 883

Route 53. Fairfield to Lodi

Denverton, at overhead crossing-. 345 152 109 199

R'o Vista bridge 996 895 888 809

Walnut Creek bridge 246 252 630 557

Thornlon. intersection county road 755 558 604 477

Lodi. north of city 931 860 727 927

Route 55. San Francisco to Spring Valley Dam

At swimming pool 10.101 1,866 7.925 1,274

.lunetion with county road to Colma 7,182 977 4,93() '476
Junction with county road to Bel-
mont at earth dam 3,740 427 2,551 270

Route 57. Santa Maria to Freeman via Bakersfield

.January, 1928 .January, 1929
Sun. Mon. Sun. Jlon.
Station 15 16 13 14
Santa Maria, north of city at junc-
tion route 2 108 61 165 65

At San Luis Obispo-Kern County

line 106 284 122 67

Alaricopa, west of city 423 247 323 296

ISakersfield, 1 mile east of city

limits 2,827 1,931 1,733 2,235

I5akersfle!d. 10 miles eiist at

Country Chih road 1.040 130 407 171

Bodfish. .'it intersection route 57

with county road to Caliente 77 75 116 76

Route 58. Mojave to Topoc

Barstow, north of city at junc-
tion county road 207 209 250 248

Daggett, junction Arrowhead trail_ 285 267 435 365

Vicinity Amboy 128 148 141 183

Needles, west of city limits 416 206 681 411

Route 60. El Rio to San Juan Capistrano
Santa Monica. 5(10 feet west of

Santa Monica Canyon 10.035 2,940 11,548 2,588

Lomita 6,997 5,717 9,869 6,318

Seal Beach, at Los Angeles-Orange

County Line 10,182 5,714 13,880 6,092

Route 63. Big Pine to Oasis

Big Pine, jiiiu-lion route 2.-1 102 131

Route 64. Mecca to BIythe

Desert Center 97 85 88 97

BIythe. S. D. A. nuarantine station 336 150 255 184

Route 65. Auburn to Sonora (Mother Lode
Highway)

Auburn to wire bridge 156 88 168 68

Placerville, northwest of city, junc-
tion Georgetown road 97 78 323 246

El Dorado, south of city 203 106 220 128

Central House 357 258 386 328

North of .lackson, .junction route 34 748 630 605 683
South of San .\ndreas, at Sheep

Camp 1.902 418 1.439 446

West of Sonora, junction county

road south to .Jamestown 219 135 406 206

Route 66. Manteca to Route 5 Near Mossdaie
School

Mossdaie. jiinctinn route 5 1.728 988 1,949 1,121

Route 68. San Francisco to Burlingame

San Bruno, junction with route 2

to San Francisco 5.866 3.372 1,726 1,424

North city limits of South San

Francisco 6.292 4.003 6.703 4,062

Route 71. Crescent City to Oregon Line

Crescent City nortli of m.iinteiiance
yard 526 480 654 579

At' Oregon-California line 179 71 263 136

THE NEXT BUDGET

The ciislrii-t ciiKincors Inive been roiiuosted to submit
;i sclicdtili" (if (bites for advertising the projects in-
cluded in the budget for the next bienuium. These
sch(>dnles are now being reviewed for the purpose of
adopting a program of advertising, which will place
the projects under construction at the time of year
when weather conditions are most favorable and also
when there will be the least interference with traffic.

A man who was wanted by the police had been
photographed in six positions, and the picture sent in
to the state police. In a few days headquarters
received this from a small-town chief: "I duly received
the pictures of the six miscreants wanted. Five of
them have been captured and we are on the trail of
the sixth." — Knrlh Mover.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

27

Progress Reports From the Counties

BUTTE COUNTY

The Ki"i\»:'lin.t; of the surface between Butte Creek
and Biggs Koacl on the Willows-Biggs Highway,
recently completed by conti'act, is being- further
improved with additional surfacing of crushed rock.
This work is preparatory to oil treating the surface
to be done during the biennium l)eginning July of
this yiar.

DEL NORTE COUNTY

I'arker Schrani Company, who have the contract
for constructing the bridge over Smith River, approxi-
mately nine miles west of Crescent City on the
Crescent City-Grants Pass Highway, are inaking
good progress with the erection of the steel. About
three-fourths of the steel work is now erected and it
is expected that the bridge will be opened to traffic
about the middle of May.

The two J. E. Johnston contracts on either side of
the Klamath River in Del Norte County, have been
practically shut down during the winter except for
the crushing and stock piling of surfacing material.
It is expected that the work will again be started
about the middle of April or the first of May.

EL DORADO COUNTY

Plans and estimate are ready for a grading project
between Bay View Rest and one mile north of Eagle
Falls, on a portion of the Truckee-Meyers National
Forest Highway.

The work will consist of improving and revising the
grade and alignment and widening the present 12- to
16 -foot road to a 24-foot roadbed.

The road traverses the rugged slopes overlooking
Emerald Bay of Lake Tahoe, and the quantities of
construction are extremely heavy.

Traffic will be carried through construction at all
times and the only inconvenience to the public will
be the slowing of travel between the limits of the
work.

grading has been under way, as the existing pave-
ment has been left clear and open at all times to the
public.

A gravel subbase, preparatory to the construction
of a concrete pavement, is planned to be laid about
the middle of this year.

A contract let in December, 192.8, to E. B. Skeels
for the building of a three-span reinforced concrete
bridge across Quint Canal, about four miles east of
Willows, on the Willows-Butte City Highway, is com-
pleted and was opened to traffic on March 18.

HUMBOLDT COUNTY

Bids for the grading of the site for the District I
office and shop buildings at Eureka, were opened
February 14, and the contract has been awarded
to Henry Padgett of Fields Landing. The contractor
started work the first of March.

Bids were received March 13th for the construction
of the new bridge over Mad River, approximately four
miles north of Areata. The new bridge is to consist
of two 150-foot steel through truss spans and 400 feet
of trestle approach.

KERN COUNTY

Grading work is in progress on C. W. Hartman's
contract from Maricopa easterly on Route 57.

Force, Currigan & McLeod are making good progress
on their contract for grading and surfacing from
Bakersfield to the mouth of the Kern River Canyon
on Route 57.

Paving work is well under way from Wasco to
Famosa on the Cholame Lateral by the Valley Pav-
ing & Construction Company.

The Valley Paving Company has completed half of
their contract for paving from Wasco to Famosa on
the Cholame Lateral.

Force, Currigan & McLeod are making rapid progress
on their contract for grading and oil-mixed surfacing
from Bakersfield to the mouth of the Kern River
Canyon on Route 57.

Culverts and grading work are well under way on
C. W. Hartman's contract for grading and surfacing
12 miles on Route 57 between Maricopa and Bakers-
field.

FRESNO COUNTY

The new bridge over the San Joaquin River at
Herndon is being painted and surfaced and construc-
tion of approaches is well under way.

Surfacing from Coalinga westerly on Route 10 has
been started by a state crew under Foreman Gaston.

Grading work on the approaches to the new San
Joaquin River bridge at Herndon has been completed
and it is expected that paving will start at once.

Bids for surfacing, with oil-mix the seven miles
west of Coalinga, on the Sierra-to-the-sea lateral, will
be received April 10th. State forces are surfacing
the county-built portion of this road to the Monterey
County line under Foreman J. H. Williams.

GLENN COUNTY

The five miles of roadway grading between Logan-
dale and Willows, and which D. JNIcDonald is under
contract to build, is expected to be completed in April.

The grading, which is entirely to the west of the
present pavement, is being done to permit of an
ultimate 40-foot pavement on this route. No incon-
venience has been experiencd by traffic while the

LAKE COUNTY

The grading of a 24-foot highway between Clear
Lake Oaks and Abbott Mine, which is being built by
convict labor forces, is progressing satisfactorily, and
will be completed about June.

Construction of 10.6 miles of grading and surfacing
with oil treated crushed stone between Lucerne and
Clear Lake Oaks, by Von der Hellen, Pierson & Logan,
the contractors, is progressing according to schedule.

The expected date for completion of the work is
October.

MADERA COUNTY

A. W. Kitchen has completed his contract for the
construction of bridges over Ash and Berenda sloughs
on the Paclieco Pass Higliway and C. W. Wood has
secured the contract for approaches and surfacing.

Bridges and approaches over Ash and Berenda
sloughs have been completed and there will be no more
detours nece.ssary during high water on this section
of the Pacheco Pass Highway.

The paving plant of Hanrahan Companv at Berenda
was burned down on March 20th. The contractor

28

C'ALl FORMA HI OH WAYS AND PUBLIC WORKS

.started immediately to rebuild the plant for the com-
pletion <if the work.

MARIPOSA COUNTY

Widening and realigning of the Yosemite all-year
hishway from Mariposa to Briceburg has been prac-
tically completed by state forces. Surfacing will start
at once.

Basich Bro.s. Construction Company is starting sur-
facing on their contract in IMariposa County.

Widening and straightening of the Briceburg Grade
on the Yo.semite All-year Highway has been completed
liy state forces and surfacing is being placed.

Basich Bros, have completed grading work and
Ijridges on their contract on the ]\Iariposa road and
have started surfacing.

MENDOCINO COUNTY

The narrow road along the steep bluffs of the South
Fork of the Eel River, approximately five miles north
of Thane's Redwood Flat, is being widened and straight-
ened to a standard width roadway by state forces, and
it is expected that approximately two miles of this
narrow road will be eliminated before the heavy
tourist traffic begins.

MERCED COUNTY

Shoulder widening by maintenance forces from Los
Banos Westerly on the Pacheco Pass Highway is
making this road safer and more attractive to the
motoring public.

NEVADA COUNTY

Resumption is expected soon of the grading between
Indian Springs and Soda Springs. The contractors,
(^allahan Construction Company, were compelled to
suspend the work last November on account of heavy
falls of snow.

When the work is resumed, all possible speed will
be made with a view to completing the construction by
the latter part of summer of this year.

Approximately one and one-half months work
remains to be done to complete the grading and
crushed stone surfacing between Donner Lake and
Truckee. Adverse weather conditions caused a sus-
pension during the winter. The contractors, Mathews
Construction, expect to finish the work by the middle
of May.

Construction will soon commence between Nevada
City and Washington Road of 11.7 miles for grading
of "a roadbed 24 feet wide and surfacing with five
inches thick, 20 feet wide, crusher run base with oil
treated surface.

This road is a unit of the Tahoe-Ukiah Highway,
and will connect Nevada City with a county road
leading to the town of AVashington on the South Yuba
River.

The work will occupy approximately one year to
complete.

PLACER COUNTY

It is planned to surface with bituminous macadam
the present road between Auburn and Colfax. Work
will begin the early part of ]\Iay and will continue
to about the first of October.

The work proposed is that of building up the
irregularities of the present surface with bituminous
macadam surfacing and grading of shoulders.

Construction will be permitted only one-half width
at a time, allowing the other half of the road free to
trafl^c.

The grading of the approaches to the Weimar over-
head crossing of the Southern Pacific Railroad is com-
plete on the south side. Included in the contract for
this work is the grading of the Bowman overhead

crossing approaches and the surfacing ; also grading
and surfacing of the Weimar separation approaches,
with bituminous macadam. The contractors, Fred-
rickson & Watson Construction Company and Fred-
iMckson Brothers, ai'e making every effort to complete
tlie work on schedule.

SACRAMENTO COUNTY

Plans and estimate are ready for a proposed
improvement of the State Highway between Ben All
and Sylvan School. A 30-foot concrete pavement
between Ben Ali and Del Paso and a 20 -foot concrete
pavement between Del Paso and Sylvan School, is
planned.

The work is expected to be contracted for in July
and it is estimated that the road will be eight months
under construction.

TULARE COUNTY

Contractor C. "SV. Wood has completed his contract
for concrete shoulders from Goshen Junction to Oak-
dale School on Route 10.

Placing of premixed oiled surfacing has been started
by Contractor Fred W. Nighbert on the section of
the Sierra-to-the-sea Highway between Three Rivers
and Sequoia Park.

Two miles of pre-mixed oil surface have been placed
by Contractor Fred W. Nighbert on Route 10, connect-
ing with the General's Highway in Sequoia National
Park.

State forces have started building a masonry wall
at a narrow point on Route 10 near Three Rivers, to
widen the roadway and protect traffic.

Record of B ids and A wards

AMADOR COUNTY — Between Drytown and Amador
City, 2.S miles of grading. Dist. X, Rt. G.5, Sec. B.
C. G. Willis & Sons, Inc., Los Angeles, $111,912.50;
Ariss-Knapp Co.. Oakland, $122,193 ; C. R. Adams,
Oakland, $101,986,20; S. H. Palmer Co., San Franci.sco,
$102,074.30; J. P. Holland, Inc., San Francisco,
$99,591.90; Geo. Mitchell, Huntington Park, $124,304.50.
Contract awarded to J. P. Holland, Inc.

CALAVERAS COUNTY — Between 2 miles and 4
miles south of Mokelumne Hill, 2.2 miles grading. Dist.
X Rt 6 5, Sec. A. Mankel and Staring, Sacramento,
$81,502.80; Jasper-Stacy Co., San Francisco, $73,-
527 90; Heafev-Moore Co., Oakland, $73,811.90; Gobler
Const. Co., Los Angeles, $48,773.10; Arris-Knapp Co.,
Oakland, $76,517.60; J. I'. Holland, Inc., San Fran-
ci.sco, $58,298.27; R. Norman Murdoch, Oakland, $58,-
684.60; C. R. Adams, Oakland, $49,990.10; C. G. Willis
& Sons, Inc., Los Angeles, $64,537.90 ; John F. Collins,
Stockton, $54,968.40; S. H. Palmer Co., San Francisco,
$57,209.60: Schelling and Schelling, Burbank, $51,842;
Lord & Bi.shop, Oroville, $76,573.50 ; Fredrickson &
Watson Const. Co., and Fredrickson Bros., Oakland,
$51,387.60; Larsen Bros., Sonoma, $48,897.50; A. J.
and J. L. Fairbanks, South San Francisco, $48,997.80;
E. C. Coats, Sacramento, $79,295 ; G. E. Finnell,
Sacramento, $69,070 ; The Adams Co., Angels Camp,
$59,965 ; Young Bros., Berkeley, $56,097 ; Isbell Const.
Co., Fresno, $85,965; Tiffany, McReynolds, Tiffany,
San Jose, $55,340.20.

CONTRA COSTA COUNTY— Through Pinole and
Hercules, 2.2 miles to be graded and paved with Port-
land cement concrete and bituminous macadam. Dist.
IV, Rt. 14, Sec. A. Jack Casson, Hayward, $175,591;
J. P. Holland, Inc., San Francisco, $172,595.75 ; Pren-
tiss Paving Co., San Jose, $159,905.05 ; E. B. Skeels,
Roseville, $173,956; Central Construction Co., Oak-
land, $178,684.25; Fredrickson & Watson Const. Co.,
Fredrickson Bros., Oakland, $160,465.80. Contract
awarded to Paving Co., San Jose, $159,905.

CONTRA COSTA COUNTY — Widening reinforced
concrete bridge across Rodeo Creek in the town of
Rodeo. District IV, Rt. 14, Sec. B. R. F. Ragland,
San Francisco. $6,338; Edward G. Hart, San Francisco,
?fi,280; Samuel C. Rogers, Richmond, $5,610; McDonald
and Maggiora. Sausalito, $7,997.40. Contract awarded
to Samuel C. Rogers.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

29

HUMBOI^DT COUNTY — Bridge across Mad River,
4 miles north of Areata. Dist. I, Rt. 1, Sec. I. Mercer
Frasor Co., Kureka, $7!t,41S; Smith Hros. Co., Eureka,
$82,534.20: M. K. iMc(3o\van, San Francisco, $7(i,974 ;
H. C. White, Sanger, $7!i,!i:iS ; F.utte Construction Co.,
San Francisco. $7(i,!t48.40. Contract awarded to Butte
Construction Company.

HUMI'.OI.DT COFXTV — North and south of I'epper-
wood, about 1.7 miles to be surfaced with standard
road surfacing, crushed gravel or stone. Dist. J, Rt.
1, Sec. D. Smith Bros., Eureka, $5,250 ; William C.
Elsemore, Eureka, $5,404. Contract awarded to Smith
Brothers.

HUMBOLDT COUNTY^Grading the site for Dis-
trict Office and shops at Eureka. Dist. I. Henry
Padgett, Fields Landing, $.'5,382 ; Delose C. Kemp,
Crescent City, $3,827; W. C. Elsemore, Eureka, $3,5(50;
Mercer-Frazier Co., Eureka, $4,272; Smith Bros.,
Eureka, $3,S>07 ; Englehart Paving and Construction
Co., Eureka, $4,717. Contract awarded to Henry
Padgett.

KERN COUNTY — Between Wasco and Famosa, 8.9
miles to be graded and paved with asphalt concrete.
Dist VI, Rt. 33, Sec. D. C. W. Hartman, Bakers-
field", $198,769; Steele Finley, Santa Ana, $199,-
773 50; Vallev Paving & Const. Co., Visalia, $179,992;
Warren Const. Co., Oakland, $189,341 ; Force, Curri-
gan & McDeod, Oakland, $183,792 ; A. Teichert & Son,
Sacramento, $198,401.70 ; Hani'ahan Company, San
Francisco, $194,040; J. F. Johnston, Stockton, $198,038.
Contract awarded to Valley Paving Co.

KERN COUNTY — Between 7 miles north of Ricardo
and Freeman, 10.2 miles to be graded and surfaced
with oil treated crushed gravel. Dist. IX Rt 2.3 Sec
D Brann, Bryant & Austm, Culver City, $130,046 ,
g" W Ellis Olendale, $103,281.70; Bartlett & Mathews,
Pksadena. $133,734; Southwest Paving Co^ Los
Angeles, .$122,279. Contract awarded to &. W. Ellis.

KERN COUNTY — Between Mojave and 7 miles south
of Cinco, 9.9 miles grading and surfacing with oil
treated crushed gravel. Dist. IX, Rt. 23, Sec. B.
Southwest Paving Co., Los Angeles, $104,934; Isbell
Construction Company, Fresno, $145,262 ; Hall-John-
son Co., Alhambra, $126,714; Basich Brothers Const.
Co., Los Angele.s, $127,638 ; Bartlett and Mathews,
Pasadena $92,949.40; A. J. Grier, Oakland, $133,307;
G "w Ellis, (Olendale, $118,111; Braun, Bryant and
Austin Culver City, $118,068; Tiffany-McReynolds,
Tiffanv and McDonald, San Jose, $118,312; Gibbons
and R'eed Co., Burbank, $14 4,35 4. Contract awarded
to Bartlett and INIathews, Pasadena.

LOS \NGELES COUNTY — Between i mile north of
Kellys and 1 mile north of Sandbergs, 6.1 miles to be
paved with bituminous macadam. Dist. VII, Rt. 4,
Sec C Sullv-Miller Contracting Co., Long Beach,
$109 290 ; A. J. Grier, Oakland, $114,790 ; C. W. Hart-
man Construction Co., Bakersfield, $112,915; Gibbons
& Reed, Burbank, $105,155 ; Holdener Const. Co., Sacra-
mento, $105,290. Contract awarded to Gibbons and
Reed.

LOS ANGELES COUNTY — For furnishing material
and labor in connection with the reconstruction of
pipe lines and irrigation svstems between Glendora
and Claremc nt. Di.st. VII, Rt. 9, Sec. I J. and C.
B. R. Davison Const. Co., Monrovia, $9,405.25 ; Thomas
Haverly Co., Los Angeles, $10,155.40. Contract
awarded to B. R. Davison Const. Co.

LOS ANGELES COUNTY — Between Glendora and
Claremont, moving buildings from state highway right
of wav. Dist. VII, Rt. 9, Sec. I. J. and C. Doyle
McMillin, Whittier, $6,573 ; Star House Movers, Inc.,
Los Angeles, $8,490; W. C. Cline, Upland, $9,061; C.
H. Basore, Pasadena, $8,598. Contract awarded to
Doyle Mc:Millin, Whittier.

^klERCED COUNTY — Between Bradley and RR
Xiiig and the east county boundary, 13.1 miles, haul-
ing and spreading gravel. Dist. VI, Rt. 18. Sec. A.
J F Collins, Stockton, $6,790 ; John G. Chigris & Pitri
Sutsos, San Francisco, $9,700 ; Basich Bros. Const Co.,
Los Angeles, $9,700; W. C. Colley, Coalinga, $8,633.
Contract awarded to J. F. Collins of Stockton.

NEVADA COUNTY — Nevada City to 1 mile west
of Wa.shington Road, 11.7 mi;es grading and surfac-
ing with oil treated cru.sher run base. Dist. Ill, Rt.
157 Sec. C. .Arris-Knapp Co., Oakland, $287,003 ;
Robinson-Roberts Co., Los Angeles, $360,040.80; Healy
Tibbits Const. Co., San Francisco, $367,818; Nevada
Contracting Co., Fallon, Nevada, $317,424; Wren &
Greenough. Portland, $303,829 ; Raggio & Sartoris, San
Francisco, $345,780: E. C. Coates, Sacramento, $281,-
331- I.sbell Const. Co., Fresno, $371,370; Marsh Bros.,
& Gardiner, San Francisco, $368,381.80; Twohy Bros.
Co and J. F. Shea, San Francisco, $347,118: Guy F.
Atkinson, Portland, $357,333 : Schuler & McDonald,
Oakland, $384,121 ; IMathews Const. Co., Sacramento,

$359,727; Guy F. Pyle and Ernest C. Hall, Eugene,
Oregon, $361,417 ; Holdener Construction Co., Inc.,
Sacramento, $277,880 ; D. A. Foley Const. Co., Los
Angeles, $310,570; T. E. Connolly, San Francisco,
$365,659; Hemstreet and Bell, Marysville, $316,840;
Geo. Mitchell Co., Huntington Park, $332,842; C. R.
Adams, Oakland, $263,482 ; A. Teichert & Son, Sacra-
mento, $333,942. Contract awarded to C. R. Adams
of Oakland.

SACRAMENTO COUNTY — Between North Sacra-
mento and Del Paso Park, 1.8 miles to be graded and
pn\t(l with asphalt concrete. Dist. Ill, Rt. 3, Sec. B.
M((!illivray Const. Co., Sacramento, $60,755; A.
Teichert & Son, Sacramento, $54,794. Contract
awarded to Clark and Henery Const. Co., San Fran-
cisco, $53,602.

SAN DIEGO COUNTY — Across Pine Valley Creek,
16 miles east of Alpine, reinforced concrete girder
bridge and approaches to be graded. Basich Bros.
Const. Co., Los Angeles, $54,959.75; Chas. & F. W.
Steffgen, San Diego, $02,471.35; deWaard & Son, San
Diego, $53,123 ; Linderman & Dueker, Inc., Harbor
City, $48,852; John Simp.son & Co., Los Angeles,
$53,933 ; McWilliams & Ritchey, Los Angeles, $72,875 ;
R. H. Downei', San Diego, $01,166.80; Whipple
Engineering Co., Monrovia, $51,291.75; E. S. John-
son, Pasadena, $49,921 ; Oberg Bros., Los Angeles,
$07,272.65. Contract awarded to Lindermann &
Kueker of Harbor City, California.

SAN LUIS OBISPO COUNTY — From Arroyo Grande
to Pismo Beach, 3.28 miles to 20- and 30-foot Port-
land cement concrete pavement. Dist. V, Rt. 2, Sec.
E Cornwall Consti'uction Co., Santa Barbara, $132,-
712; J. F. Knapp, Stockton, $139,250; Pi'entiss Pav-
ing Co., San Jose, $133,312 ; M. J. Bevanda, Stockton,
$139,016. Contract awarded to Cornwall Const. Com-
pany.

SAN LUIS OBISPO COUNTY — Maintenance Shop
Building and truck shed, pump house and oil house.
Dist. V. W. J. Smith, San Luis Obispo, $17,897 ; Theo.
M. Maino, San Luis Obispo, $18,690. Contract awarded
to W. J. Smith.

SANTA BARBARA COUNTY — Between Benham
and 2 mile.s south of Carpinteria, 1.2 miles grading
and paving with Portland cement concrete and bitumi-
nous macadam. Dist. V, Rt. 2, Sec. G-H. Chas. W.
Wimmer, Santa Barbara, $98,551 ; G. T. Malcolm,
^Valnut Creek, $102,566 ; Sam Hunter, Santa Barbara,
$103,416; S H. Palmer, San Francisco, $118,297;
McWilliams & Ritchey, Los Angeles, $122,042 ; John
C. Gist, Arcadia, $98,029; Nelson & Sloan, Chula
Vista, $87,728 ; The Callahan Const. Co., Los Angeles,
$93,446 ; J. G. Donovan & Son, Los Angeles, $94,499 ;
Bert Calvert, Los Angeles, $92,757 ; M. J. Bevanda,
Stockton, $91,757 ; Schelling & Schelling, Burbank,
$92,228; McCray Co., Los Angeles, $85,874.70. Con-
tract awarded to McCray Company.

SHASTA COUNTY — Repairing bridge across Sacra-
mento River about 1 mile east of Redding. Dist. II,
Rt 28, Sec. A. Lord and Bishop, Oroville, $34,800;
M. B. McGowan, San Francisco, $31,564 ; J. P. Bren-
nan, Redding, $32,318 ; Stephenson Con.st. Co., San
Francisco $33,153 ; R. B. McKenzie, Gerber, $33,136.
Contract awarded to M. B. McGowan of San Francisco.

SISKIYOU COUNTY — At Spring Hill near Mt.
Shasta City, 0.7 of a mile of grading. Dist. II, Rt. 3,
Sec. A. H. J. Kennedy and Daniel Boyles, Oakland,
$49,500; Mathews Const. Co., Sacramento, $36,359; A.
J. & J. L. Fairbanks, South San Francisco, $41,367;
G. E. Finnell, Sacramento, $35,764; Southern Oregon
Const. Co., Klamath Falls, $35,704 ; C. R. Adams,
Oakland, $38,682; J P. Brennon, Redding, $31,418;
J P Compton, McMinnville, Oregon, $50,611; Young
Bros., Berkeley, $28,771 ; Schelling & Schelling, Bur-
bank, $39,202; Jones & Stacy, Newhall, $40,200: Dunn
and Baker, Klamath Falls, $40,391. Contract awarded
to Young Bros, of Berkeley.

SOLANO COUNTY — Westerly boundary and IJ miles
west of Cordelia, 2.3 miles grading and bituminous
macadam pavement. Dist. X, Rt. 8, Sec. A. Tieslau
Brothers, Berkeley, $87,911.70: Mankel and Staring,
Sacramento, $91,748.50: G. E. Finnell, Sacramento,
$93,055.75; J. E. Johnston, Stockton, $92,798; Fred-
rickson & "W^atson and Fredrickson Bros., Oakland,
$87,802.40: E. B. Skeels, Roseville, $95,805. Contract
awarded to Fredrickson & "Watson.

TUOLUMNE COUNTY — Between 1 mile northwest
of Shaw's Flat and the Sonora-Columbia road, 1.0
miles of grading. Dist. X, Rt. 05, Sec. A. E. N. Noble
and Edgar Noble, Marysville, $17,459.90 ; Wm. C.
Colley, Coalinga, $24,251 : Mankel & Staring, Sacra-
mento, $28,512: G. E. Finnell, Sacramento, $23,082;
Gannon & McCartv, Stockton. $21,906: D. C. Follis,
Compton, $19,411.75: LiHv Willard & Biasotti, Stock-
ton, $22,001 : Larsen Bros., Sonoma, $21,983 ; The
Adams Co., Angels Camp, $27,900. Contract awarded
to E. N. and Edgar Noble of Marysville.

STATE HIGHWAYS IN CALIFORNIA SHOWING THE PRIMARY AND SECOND-
ARY ROAD SYSTEMS AND THE DIVISION OF THE STATE UNDER THE
BREED BILL.

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SMITLE mm UBRARy

C.\LIFOKNIA STATE PRINTING OFFICE
SACRAMENTO. 1929

66621 4-29 5400

GOif oniia Highways
an* PuWic Worths

Official Journal of the Division of Highways
MAY Departmcnr of Public 'Vorks

JUNE

State of California

1929

. 5 ^^•

^^^!f^^m^

Table of Contents

Page

New State Highwa^^ Legislation — Bfi C. C. Carleion, Chief

of Division of Contracts and Bights of Way 1

Perils of Desert Are Conquered by State Highways — By
J. P. Baumgartner, member of the California Highr

way Commission 2

Typical Road Sections — By Fred Grumm, Engineer of Sur-
veys and Plans 5

One Price We Pay For Highways 9

Protecting Property From Roadside Fires 10

Summary of 1928 Pavement Construction — By E. Withy-

comhe, Assistant Construction Engineer 11

New State Toll Bridge Policy Inaugurated by Governor

Young lo

Remembering State by Camps It Keeps 17

New Herndon Bridge is Dedicated 18

1929 State Highway Oiling Program 20

Roadside Advertising Regulations 23

Gasoline Collections 25

Federal Aid Resolutions in Legislature 26

Progress Reports from the Counties 32

Record of Bids and Awards 36

}S:^^:SSi

'•JK

New State Highway Legislation

Covers Many Important Subjects

By C. C. Carleton, Chief of the Division of Contracts and llislit of Way

THE California Legislature, that ad-
journed May 15, 1929, has been most
responsive to the needs and sugges-
tions of the Division o,f Highways, State
Department of Public Works, in the matter
of forward looking, public serving highway
legislation.

All bills initiated or endorsed by the high-
way division were duly passed by the legis-
lature, but many valu-
able amendments were
added to the original
bills by the legislators
themselves. indicating
the intelligent and abid-
ing interest taken by
the members of the legis-
lature in high w a y
affairs which so vitally
concern every constitu-
ent in their respective
districts.

Some of the legislation
involved s w e e p i n g
changes of fundamental
bridge a n d highway
policies and traditions in
this state and demon-
strated that an All-
California vision has
developed and that the
period of selfish and sec-
tional preferences and
prejudices is passing, it
is to be hoped for all
time.

A brief review of legis-
lation affecting state
highway activities now
becoming new law is
o-iven herewith.

C. C. Carleton,

SCIENTIFIC SURVEY OF SECONDARY HIGHWAY
SITUATION

Senate Concurrent Resolution No. 19,
Chapter 25, Senator Handy.

A concurrent resolution was introduced in
the Assembly by Assemblyman Jespersen, and
passed by the Assembly, but Senator Handy
and Assemblyman Jespersen, Chairmen of
the Roads and Highways Committees of the

Senate and Assembly, respectively, agreed to
the final advancement of Senate Concurrent
Resolution No. 19, which was duly adopted.

This resolution empowers the State Depart-
ment of Public Works to launch a scientific
engineering and economic survey of the state
highway system, to the end that a compre-
hensive report, shall be made available to the
1931 legislature, with recommendations as to
routes not now in the
state highway system
which, either by reason
of the large volume of
state traffic that they are
now carrying, or by
reason of the relief that
they would afford to
heavy traffic upon pre-
sent state highways, or
as highways serving
as important interstate
links, might properly be
included in and added to
the secondary state high-
way system.

By the adoption of
this resolution a new
and unique chapter was
written into the state
highway history of Cali-
fornia.

Genuine constructive
statesmanship and in-
dividual unselfishness
were shown by the unani-
mous support of this
])rocedure by the mem-
bers of the 1929 legisla-
ture.

The state administra-
tion had announced that
it was opposed to the policy of adding more
roads to the state highway system until pre-
sent roads were more adequately cared for
and until a more thorough study of the entire
state-wide situation could be made.

The wdsdom of this policy soon became recog-
nized and many bills for specific road projects
were permitted to languish and die in com-
mittee by their authors, who by their magnani-
mous action are entitled to great credit.

(, Continued on page 28.)

CM. I FORM \ HKHIWAYS AM) I'lliLIC WOh'KS.

Perils of the Desert Are

Conquered by State Highways

Bv J. 1'. Baumgartner, MeiTi))er of the California Highway Commission

EVER sincL' his ai)pointment to the High-
way Commission, the writer has been
])rofoun(Uy impressed with the impor-
tance, not only to southern California, but to
tlie entire state, of having good roads leading
into California from Arizona and Nevada.
Fortunately, the other members of the com-
mission and Director of Pub-
lic Works Meek have been
likewise impressed.

Not only do these roads
carry most of the transccm-
tinental traffic both ways,
but the demands upon them
0 f comparatively local
traffic, incident to the indus-
trial and recreational
development of the desert
country, are very large and
increasing constantly.

It will be interesting,
therefore, and instructive,
to outline the largest desert
highway ])rogram ever un-
dertaken by the Highway
Commission — a ]) r o g r a m
tliat is now well under way
aiul the extent of which is
fully realized by very few
|)eople.

PERILS HAVE GONE

A review of recent activ-
ities on desert interstate
highways of southern Cali-
fornia reveals that the peril
of the desert road has al-
ready become a thing of the
past. The waste of dreary
saiuls that menaced the
lives of the fathers and mothers of the ])resent
generation are now fast becoming transfoi'mecl
into playgrounds for their children. Desert
trails have either become or within a few years
will be veritable boulevards. Today, instead
of rpiielling travel the deserts of southern
California with their strange formations, their
beautiful coloring, theii' fantastic flowers,
their siiectacular history recorded in rock and
sand, are attracting visitors the world over.

Once classed as ])laces to be shunned, they
are listed now among the attractions de luxe
of the wonderful Southland.

The story of the manner in which high-
ways have conquered the desert is one of the
great epics, now in the making, in the color-
ful history of southern California. Notable in
this story is the tale of the
Imperial Valley-Yuma state
highway. Sandstorms and
shifting dunes had made this
road a terrifying area to
ti-avelers forcedto attempt it.
Tragedy stalked every mile.
Then there came, in 1916,
during the earlier days of
state highway construction,
the old plank road. These
tracks of planks were often
buried by shifting dunes or
covered by sand blown
across t h e m in storms.
There was always the fear
of meeting someone on a
section of the road where
there was no turnout.

After each storm the
planks had to be dug out
and raised or lowered to fit
conditions imposed by new
sand dunes, either created
or shifted by the storm.
Desi)ite the plank road the
desert still reigned supreme.
An intensive engineering
study was undertaken by the
California Highway Com-
mission to see if some
method might not be found
whereby a more satisfactory
highway could be built across these shifting-
sand dunes. JMany plans were considered and
it was finally decided that by building a
i-oad on sand fills higher than the fast-mov-
ing sand dunes, the problem could be solved.
A record of sand movements was kept over
many months. It was found that only the
small sand dunes moved fast. Those over
thirty feet high were found to move very
slowly. The movement of dunes from 200 to

(Continued on page 30.)

Baumgartnei

CMJI'OirMA //KHIWAYtS A\D I'UBLIC WOI^Ks

Desert Highways of Calif ami

a

Upper left, State Highway south of Banning in Riverside County: Upper right, Across the Sand Dunes
in imperial Coiinty : Center, Highway through broken lava in San Bernardino County; Lower left. Mountain
bpnngs ^Urade m Imperial County: Lower right. Oiled surface near Victorville in San Bernardino County.

2 — 67913

CALIFORNIA HWHWAYS AND PUBLIC WORKS

CMJFOhWLl HiailWAYS AND I'UJSLIC WOh'KH

Typical Road Sections

By Fked GkumMj Engineer of Surveys and Plans

ADOPTION of staiidnrd practice, in so
far as possible, for the location upon the
right of way of trees, pole lines, and
other ])ublic utility facilities, is not only
desirable but practically imperative if we
wish to provide economically for the maxi-
mum development and use of the right of way
looking- toward the greatest
service to the traveling
l)ublic. Realization of this
fact lead, after consider-
able study, discussion and
conferences, recently, to
the adoption of the several
typical sections for various
widths of right of way.
These typical sections will
be found illustrated on
another page. They may be
briefly described as follows :

(1) A typical roadway grading section for
use on valley roads ;

(2) A typical section showing utilization of
80-foot right of way ;

(3) A typical section showing utilization of
100-foot right of way ;

P"RED GRUMM.

(4) A typical section showing progressive
development of roadway and utilization of
90-foot right of way for state highways adja-
cent to railroad lines ;

(5) Sketch showing plan for development
of state highways providing for through
traffic and later local traffic as abutting prop-
erty passes through several stages of use.
Minimum development using ultimate 160-foot
or 170-foot width right of way;

(6) Sketch showing plan for development
of state highways providing for through
traffic and later local traffic as abutting prop-
erty passes through several stages of use.
Maximum development using ultimate 200-
foot width of right of way.

The first, a typical roadway grading section
for use on valley roads is so designed as to
eliminate borrow pits, substituting therefor a
"turnpike section," providing for taking all
available excavation material from within the
right of way for the construction of the stand-
ard 36-foot width of roadbed and still remain-
ing within the lines and limits of the ultimate
56-foot development. It is to be used,
wherever applicable, in valley or easy country

-40'or50'-

-40 or 50

Ultimate 56' Pave.& Curb-.

— 36 Roadbed

|-^ — 20'Paj/ement-^

iThis section to be used for
••/loca'iions defnitel^ known to
/ be subject to suburban improvement,
\subdivision 8c etc.

To be made fronn surplus
excavation or imported borroiv-

STATE OF CALIFORNIA
DEPARTMENT OF PUBLIC WORKS

DIVISION OF HIGHWAYS

TYPICAL ROADWAY GRADING SECTION

FOR USE ON VALLEY ROADS
Designed to allow Progressive Development to 56 Foot Roadbed

Scales: Hon 3 = l' Vert:i"=r

(ALIFORM A HIGHWAYS A\D FVIiLIC WORKS

to

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(■ AJ.II'Oh'MA HIGHWAYS AND PUBLIC WORKS

state: of CALIFORNIA

DEPARTMENT OF PUBLIC WORKS
DIVISION OF HIGHWAYS

Typical Section Showing

Utilization Of Eighty Foot Right

Of Way For State Highways

1929

— 10'— 4*

Minimum Cover 2'-

Public utilities

\^8''4

-Minimum Cover?'

STATE OF CALIFORNIA
DEPARTMENT OF PUBLIC WORKS

DIVISION OF HIGHWAYS

Typical Section Showihg

Utilization OF One Hundred Foot Right

OfWav For State Highways

1929

Half Section
56' Pavement

Half Section
20' Pavement

-IOC

->U

Minimum Cover 2'—^

ks-'-J

mmmmfmm

Public Utilities

ks^^

r-Z

Minimum Cover 2'

on prograiuuied projects which are being or
will be prepared for future improvement. It
is particularly applicable to construction and
reconstruction projects on routes 3. 4 and 7 in
the San Joaquin and Sacramento valleys and
on larg-e portions of route 2.

An inspection of a number of the layout
plans and cross-sections in the valley country
indicate that: (a) The average cut bank near
the right of way line is less than two feet ; (b)
imported borrow is often needed for a 36-foot
roadbed; (c) the full utilization of excavation

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

material witliin the right of way, as indicated
on the section, will usually not result in waste
in the construction of a 36-foot roadbed — in
fact often Avill not make the fills and therefore
additional imported borrow is necessaiy.

The section was developed to make use of
all of the excavation within the right of way
for the construction of the present 36-foot
roadbed and was designed so that no excava-
tion would be made below the subgrade ele-
vation of the future 56-foot pavement. Pro-
vision is made for taking care of surplus
excavation which might develop at certain
points. This is to be placed in embankment
having slopes similar to those in excavation
and to a subgrade elevation for future pave-
ment.

The use of this section in the flat country
will provide flat slopes beyond the shoulder
of the roadbed, extending in excavation prac-
tically to the right of way line, and conse-
quently making this portion of the right of
way more easily accessible for maintenance
purposes. Where it is definitely known that
abutting property is subject to early improve-
ment by subdivision and the construction of
business or semibusiness buildings, excava-
tion and embankment can be made, as
indicated on the typical section, to provide for
placing of curb and sidewalk.

The second typical section shows the utiliza-
tion of 80-foot right of way. The proper
placement of the trees and pole lines is shown

which permits of future development of the
roadbed to an ultimate 56-foot width.

The third typical section shows the utiliza-
tion of 100-foot right of way, on which is
indicated the location of trees, pole lines, and
sidewalks. This section is also designed to
l)ermit the construction of an ultimate 56-
foot pavement.

The fourth typical section shows the utiliza-
tion of 90-foot right of way for state high-
ways adjacent to railroad lines. It has been
primarily designed to care for the reconstruc-
tion and widening of our present narrow
pavements in such locations, looking toward
ultimate future development of the 56-foot
width in a progressive manner without incur-
ring the loss or reconstruction of the first
stages of the work. It embodies the idea of
sloping the 20-foot pavement, undertaken as
the first reconstruction step, in one direction,
])ermitting the addition of future widening
without disturbing this original construction.

It is obvious that this method of develop-
ment preseiwes the original 15-foot pavement
without loss, permits the addition of resur-
facing where flush shoulders have been con-
structed on the old 15-foot pavement, permits
the second and third step of development
without loss of previous installation or
thickening of the same with the attending
necessity of continually raising the grade.

(Continued on page 31.)

20ft. 2nd. Story Pdvement

Final 20ft. Pavement

Section EDCdg-gerated Vertical) y

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

One Price We Pay for Highways

Grant Merrill, maintenance superintendent
for seventeen years in Alpine County, is
confined in a Sacramento hospital as a result
of a powder explosion on May 17, in which
his right hand was blown from the arm.

Mr. Merrill was investigating the depth and
condition of snow on the Red Lake grade of
the Kit Carson Pass when the accident
occurred. Tests were being made, prelimi-
nary to instructing maintenance crews to begin
the work of snow removal. Premature explo-
sion of a cartridge that he was dropping into
a test hole blew Mr. Merrill's hand from the
arm and injured him in many places about
the body.

Despite the severity of his injury Superin-
tendent Merrill retained consciousness and
directed two Indian assistants to bind up the
injured arm with sacks and to tie arteries with
string taken from luncheon boxes.

With first aid administered, the difficulty
confronted the men of reaching Mr. Merrill's
auto fully a mile away. Deep snowdrifts,
softened by sunshine, made the going diffi-
cult. It proved impossible for the Indians
to carry the injured man across the soft
drifts. Finally he laid down upon the snow
and directed one of the Indians to haul him
by the legs across the drifts, while the other
steered his head and shoulders. The futility
of this method being apparent to him, Mr.
Merrill mustered enough strength to walk
over the remaining quarter of mile of snow
to the car.

One of the Indians, while not experienced in
driving, was able to take the wheel and under
Mr. Merrill's direction, his home near Wood-
fords was finally reached. Physicians 30
miles distant were summoned. After a first
aid operation, they advised that Mr. Merrill
be rushed to Sacramento. Mrs. Merrill and
Mrs. Dangberg, sister of the injured man,
drove him to Kyburz over a road that had
been cleared of snow but a few days. At
Kyburz an ambulance was waiting and Mr.
^Merrill was brought the remaining distance
in it.

Other than the complete loss of his right
hand, the other injuries were not permanent
and Mr. Merrill is rapidly recovering.

Mr. ]\Ierrill is a friend of sportsmen all
over northern California, and the news of his
injury occasioned widespread regret both

among them and in highway circles. Attached
is one of the many messages of cheer sent
to him. This is by Ralph Yardley, cartoonist
of the Stockton Becord.

COLORADO has 3797 miles of surfaced state high-
ways, of which 343 miles is hard surfaced, according
to the latest check-up. For several years the high-
way department has been extending the surfaced
mileage under the slogan "More Miles for Less
Money."'

10

(\\i.iF()h'\i.\ in(;ifw.\y>! wn ithlic works

Burnins: the roadside after vegetation has been sprayed with oil.

Protecting Property From Fire

Starting Along State Highways

NOTABLE PROGRESS has been made
this year in the development of road-
side J3urning' methods, intended to pro-
tect crops and property adjacent to highways
from losses due to fires originating upon the
right of way.

Some 750 miles of the highway roadsides
were scheduled for spraying and burning this
season at an estimated expenditure of $35,000.
Tlie greater part of this work has been com-
pleted. In some sections it was necessary to
stoj) the work due to fire hazard.

In the Los Angeles territory there was some
difficulty in carrying on our operations to
meet the requirements of the various hours,
generally at night, and a larger crew was
required by some wardens than by others.
Excellent cooperation has been received from
the Division of Forestry and they are much
interested in the success of the work.

An inspection of 50 miles of burning did
not indicate any fire hazard. Spraying had
not been done adjacent to service stations or
buildings, and if the dried grass was acci-
deutly ignited the worst damage apparently
Avould be a few burned fence posts. The grass
on each side of the sprayed strip is still too
green to burn and we plan to have our work
coiii])leted before there is a hazard from that
source.

IMethods of spraying and burning roadsides
wei-e first tried out in District X in February
using a mixture of distillate and fuel oil and
of gasoline and fuel oil. The grass was
burned immediately after the application of
the oil. Fair results were obtained.

Li the meantime diesel oil had been used
in the vicinity of Rio Vista, and it was found
that the grass would burn readily after using
this material. The diesel oil costs about 4
cents per gallon as against 7| cents for the
gasoline and fuel oil mixture and apparently
is just as effective in killing the grass.

The plan adopted as a result of various
experiments is as follows :

Diesel oil is spread by tank truck equipped
with compressor pump and spray at the rate
of 1/16 to 1/10 gallon per square yard on the
5-foot strip adjacent to fence lines opposite
grain, ])asture or wooded areas where fire
hazard exists. It was not felt necessary to
spray areas adjacent to orchards or railroads
right of way. After the spraying is done it
is left for ten days or two weeks before burn-
ing, in order to permit as much new vegetation
as possible to get a start. The burning opera-
tions will then destro}^ the new growth and
the maximum benefit will be secured.

The growth remaining between the shoulder
line and the cleared area is mowed or burned.
The cleared area wil serve as an effective fire
guard.

A ])rogram for next season's operations will
be worked up this fall. The work done this
year will reduce the fire hazards materially
but it was necessary to work out the method
and dc>velop the equipment as the work pro-
gressed. Next season we can apply our experi-
ence and improve both equpiment and
methods.

A ])rogram of clearing roadsides in forested
areas is also being planned.

CALIFORNIA HKUlWAYii AND PUBLIC WORKH

11

Summary of 1928 Pavement Construction

By E. WiTHYCOMBK, Assistant Construction Engineer

THE outstanding accomplishment in 1928
Avas the reduction in roughness on
asphaltic concrete surfaces by machine
methods. Districts six and seven, with their
remarkable records for macliine finished work,
have set a mark of accomplishment that was
considered next to impossiljle in 1926. With-
out further mechanical improvements these
reductions no doubt represent the ultimate to
be obtained. The entire organization attached
to this class of work, however, are giving
thought to improving existing methods, and
and it is not impos-
sible that in the near
future just as spec-
tacular further reduc-
tions may be accomp-
lished.

PORTLAND CEMENT
CONCRETE PAVEMENTS

Jf/x— Methods o f
design of mixtures,
by the field deter-
mined aggregate void-
age system, have not
been changed in the
past season. A more
liberal treatment of
Water Concrete
Ratio (a Construction
Department designa-
tion), has been coun-
tenanced t o insure
workable concrete. In
order to maintain
strengths, greater at-
tention has been paid
to the combining of
coarse aggregate to

produce low voidages and thus reduce the
amount of sand necessary in the mix. That
this course has been justified is evidenced by
an increase in average strengths in four of
the six districts having this type of construc-
tion.

Des;(/«— Thickness of slab remains prac-
tically the same as in former years. Length
of slab has been decreased universally to
20 feet with provision for expansion every 60
feet. The intermediate joints being of the
weakened plane type. A double line of one-
half-inch bars in a vertical plane circumscribe
the entire panel, the longitudinal bars pro-

3 — 67913

CONSTRUCTION RECORDS

MADE DURING 1928 ON

CALIFORNIA HIGHWAYS

PORTLAND CEMENT CONCRETE

Record for smootliness — Resident engineer, C. M.
Butts ; Fredrickson & Watson Construction Com-
pany, Contractor ; contract between Gait and Arno,
Sacramento County. -r, • •■ +

Record for average concrete strength — Resident
engineer P. C. Fosgate ; Hanrahan Company, con-
tractor ; contract between Ignatio and Gallinas
Creelc, Marin County.

Record for daily yardage — Resident engmeer, C.
M. Butts ; Fredrickson & W^atson Construction
Company, contractor ; contract between San Joa-
quin River and French Camp, San Joaquin County.

ASPHALTIC CONCRETE

Record for smoothness — Resident engineer, W.
D. Baton; Gibbons & Reed, contractor; contract
between Monrovia and Azusa, Los Angeles County.

Record for best hand finished job — Resident
engineer, J. F. Knapp ; California Construction
Company, contractor ; contract between the county
fair grounds and Hanford, Kings County.

Record for density of pavement surface — Resi-
dent engineer, J. M. Hollister ; Jahn & Bressi, con-
tractor ; contract between Seeley and El Centre,
Imperial County.

Record for production — Resident engineer, W.
D. Baton ; Gibbons & Reed, contractor ; contract
between the county fair grounds and Hanford,
Kings County.

jecting through the joint at one end of the
panel, the projection covered with a metal
sleeve to break the bond. Metal chairs are
used to support the steel and are left in place.
Expansion is provided for with one-half-
inch thickness of permoulded sponge rubber.
The load is bridged across the slab ends by
three three-quarters-inch round dowel steel
bars 24 inches in length spaced at intervals
between the two sets of marginal bars. Half
the length of the dowels and the projecting
ends of the marginal bars are fitted with
metal sleeves with
provision for expan-
sion at the ends. The
four marginal bars
through the weakened
plane joint are con-
sidered adequate sup-
port as the natural
break taken by the
slab is more or less
irregular and offering
some support from
direct contact.

Multiple joints
have resulted in an
increase in roughness,
but it is believed the
improved appearance
of the pavement and
the prolonged life will
warrant the small
sacrifice i n riding
qualities. Test sec-
tions of pavement
constructed in the
past have demon-
strated after three
years use that 20-foot panels are practically
free from contraction cracking, while increas-
ing this length to 25 feet materially increases
the cracking tendency.

Construction— Central proportioning of the
three sizes of aggregate remains the same
except that proportioning by weight is
re(iuired on fine aggregate. On future work
both fine and coarse aggregates will be pro-
portioned by weight.

Mixing equipment is the same as has been
used in past years and average daily output
remains practically the same. Use of marginal
steel has resulted in construction in 10-foot

12

(\\LIF()RNIA HIGHWAYS AND PUBLIC WORKS

District

County

Route

Section

Location

Miles

Contract

Contractor

III..--

Glenn

7
1
2
2
2
2
2860
9
2
26
5
4

C
A
E
A
E
B
A&C
A
A
B
B
A

Through Orland

1.09

4.60

8.10

1.86

.84

.22

.57

0.18

0.19

4.80

6.81

4.24

93TTC1

94EC7

95FC2

95EC2

07FC1

07FC2

521

07FFC2

07FFC1

98FC1

910EC6

010EC2

PORTLAND CEMENT

C. W. Wood

IV....

v....

San Luis Obispo

J. F. Knapp

v....

VIL. .

VII....

Ventura

VIL...

V. R. Dennis Const. Co..

VIL...

Los Angeles

S. W. Gleim

VIL...

Orange.

West of San Clemente

VIII... .

Redlands, H mile N. Riverside Co. line

X....

X-..-

Sacramento

Gait, 1 mile south of Arno..

PORTLAND CEMENT

IV.... Ala-SCl.

C & A Warm Springs Jct.-Milpitas.

3.41

94EC3

Allied Contractors, Inc.

ASPHALTIC CON

Distfict

III.
IV.
IV-
IV.
VI.

VL
VL
VIL
VIL
VIII.
VIIL

VIII.
X.

County

Sacramento

Marin

Ala-SCl

CC

Tulare

Madera

Kings

Los Angeles

San Diego

San Bernardino
Imperial

Imperial

Stanislaus

Route

Section

3

B

1

B

5

C& A

14

A

4

F

4

A

10

C

9

G

12

A

9

AB&C

26

F

12

C

4

A&B

Location

North Sacramento-Del Paso Park

Through Ross

Warm Springs Jct.-Milpitas

Richmond-San Pablo Creek .

Tulare-lJ/T miles south of Plaza Garage

Thorsa-Arcola School

County Fair Grounds-Hanford.

Monrovia-Azusa

San Diego-La Mesa . .

Cherry ave-San Bernardino

Through Imperial

Seeley-El Centro

North of Ceres

Miles

Contract

1.20

03EC1

0.76

94EEC1

4.02

94EC3

1.30

04EC2

6.09

06FC1

6 46

96EC2

0.70

06EC3

3 46

97FC5

2 26

97F5

9.29

98FC3

1.00

08FC1

7 23

98FC4

0.20

910EC4

Contractor

Clark & Henry

Pacific States Const. Co

Allied Contractors, Inc

Warren Const. Co

Valley Paving & Const. Co.

Callahan Const. Co

California Const. Co

Gibbons & Reed Co

R. E. Hazard Co

Steele Finlev..

R.E. Hazard Co

John & Bressi

Standard Paving Co

width.s. With the adoption of marginal steel, pouring
from the side became necessary and considerable
difficulty was experienced, in all types of pavers, with
segregation in the mixer bucket as it was being
loaded with the boom inclined at a considerable angle
from the axis of the machine. This difficulty threat-
ened to force the use of smaller aggregate or increased
amounts of fine aggregate in order to insure dense
concrete. Through the efforts of Resident Engineers
C. M. Butts of District X and A. N. George of Dis-
trict VII, two devices were perfected to overcome this
feature, one or the other of which is applicable to any
make of paver and is a standard requirement on Cali-
fornia work.

Methods of finishing have not been changed in the
past season. With the advent of construction in
10-foot widths, it was found by those contractors
pouring the larger average daily yardages that two
mechanical finishers were a necessity in order to
properly handle the output without delays.

Curing methods remain the same as of the past
season with a water period of eight days and opening
at 14 days or earlier on special projects where climatic

conditions are favorable the exact age of opening
depending upon the flexural strength developed by
beams east and broken on the job.

Result of Tests. — The average strength of concrete,
as determined by cylindrical casts made on the job
and broken in the laboratory, for 28-day age, on
individual paving projects ranged from 3190 pounds to
4980 pounds per square inch compressive strength.
The average for the state in 1928 was 4235 pounds.
This average falls below the 1927 average by 275
pounds and represents an increase in strength in four
districts, but a decided decrease in two districts.

One project, which included concrete shoulder con-
struction, was built in 1928 and gave an average
strength of 389r» pounds per square inch.

Check cores from pavements are frequently taken
after opening. These cores are taken under the direc-
tion of the laboratory operating independent of either
the district or the construction dei)artment. These
cores invariably show an increase over the strengths
as determined by cylinders cast on the job. The con-
struction department has felt that the job cylinders
do not always represent the full strength of the con-

CM.I FORMA lUdllWAYS AM) I'llilAC WORKS

13

Street Assistant

>

C 3 »

§•§2.

>

>

III

'^ St'"'

3 ^

S.H.

Type of e(iuipment used

Resident Kngineer

Mixer

' Finisher

District

CONCRETE PAVE

B.T.Millard

M. 0. Fosgate

T. W. Voss

T. W. Voss

J. B. Hodges

W.L Templeton...

J. B. Hodges

L. R. McNeely

IVIENT

J. E. Kinyon

R. A. Westbrook..

J. E.Burke

J. E.Burke

C. J. McCullogh..
W. L Templeton . .

R. D. Kinsey

L. R. McNeely- .

319 0
498 0
371.5
424.0
457.5
*414.0
492.0

164,5
216 1
240.1
145.8
215.8
63.8
106.9
219.1

2,86
1,48

0 88
1.65
1.27
2.51
1.14

1 17
1.85
1.08
0.64
0.18

20
20
20
20
20
20
40
20

9.5
8.4
11.0
9 0
6.7
14.5
8,2
17.7
13.3
11.0
8.5
6.0

Footc 27E

Foote 27 E

Foote 27E

Smith 21E

Koehrino 27E

Foote 14E

Rex 21E

Rex 21E

Rex 21E

Rex 27E

Foote 27E

Foote 27E

1 Ord Finisher

1 Ord Finisher

2 Ord Finisher
1 Ord Finisher
1 Ord Finisher

1 Lakewood Tamper
1 Lakewood Tamper
1 Lakewood Tamper

1 Ord Finisher
1 Lakewood Tamper

2 Ord Finisher
2 Ord Finisher

III
IV
V
V
VII
VII
VII
VII

W.L Templeton...

R.C.Payne

C.M.Butts

C. M.Butts

0. T. Walkey

L. R. McNeely....

F. M. Parrish

V. G. Horton

•435.0
395.5
457.5
432.0

114.6
204.0
247.2
232.9

20
20
20
20

VII

VIII

X

X

CONCRETE SHOULDERS

M. C. Fosgate.

R. A. Westbrook..

389.5

196.2

8.6

Koehring 27E

1 Ord Finisher

IV

CRETE PAVEMENT

Street Assistant

Type of

finish by

mUes

>
■a a

B 2-

>

n 2.TO
3 ?"

Vialog index

of roughness.

inches per mile

Type of equipment used

Resident Engineer

g.

1

3

5)

Hand
finish

Machine
finish

Mixer

Finisher

District

Clyde Rust

E. J. Peterson

E. J. Brown

R. A. Westbrook..
H. M. Chapman..
J. A. Whyt^
R. Becker

0.68
0.76
0.62
1.30

1.20
'3'.4V

6.09
6.46

'3.46'

'9."2'9

7.23

357.6
234.0
250.6
327.4

368 6
355 1
260.4
574 3
446.0
562 7
321.5

355.3
110 7

96.5
96.0
97.4
95.0

95.7
94.5
95.0
96.0
95.9
96.6
94.7

98.0
94 8

34.2
43 3
34.5
23.8

20.3

Geiger Plant
Geiger Plant
Geiger Plant
Geiger Plant

Geiger Plant
Madsen Plant

Geiger Plant

Union Tank Co. Plant

Madsen Plant

Madsen Plant

Madsen Plant

Madsen Plant
Geiger Plant

Ord Finisher
Hand Rake

Ord Finisher
Hand Rake

Ord Finisher
Ord Finisher

Hand Rake
Ord Finisher

Hand Rake
Ord Finisher

Hand Rake

Ord Finisher
Hand Rake

III
IV

M.C. Fosgate

E. E. Sorenson

18 7

IV
IV

H.B. La Forge

10 5
10.8

VI

P.L.Wilcox

W. B. Reed

VI

J.W.Greeley

L. R. McNeely .

0.70

21.6

VI

W. D. Eaton

8.7

VII

J. M. Lackey

J. M. HoUister

2.26

34.1

VII

H. 0. Ragan

18.3

VIII

H. 0. Ragan

J. M. HoUister....
T. B. Landers...

1.00

25 7

VUI

J. M. HoUister

17.0

VIII

J. W. Cole

L. E.Ford

0.20

29.5

X

Crete being produced, and for the coming season pro-
pose to have a representative present at the start of
each project to cooperate with the resident engineer
and make an initial series of casts which will be
used as a comparison with the casts made during the
progress of the work.

ASPHALTIC CONCRETE

Mix — The design of mix remains the same as used
in 1927 using the comparatively high rust content
on the surface course. A stability testing machine
for the mortar content of mixtures has been adopted
by the laboratory and used on the past season's work.
As soon as plant mixtures are started, a sample of the
mix screened through the 10-mesh is submitted to the
laboratory as a check upon the field design. The
specimens are molded into cylinders and subjected
to pressure at 140 degrees Fahrenheit until they flow
through an orifice slightly smaller in diameter than
the cylinder. The ultimate load at which they flow
is considered a measure of the stability or related to
the resistance to displacement under trafiic with
extreme temperature. Eastern investigations have

led to the conclusion that 2000 pounds is sufficient
to insure stability of surface mixtures. The last
season's work varied between 2000 and 10,000 pounds.
At the present time, the laboratory is investigating
a machine to determine the shear strength of speci-
mens fabricated from the entire mix.

Design — With the exception of one project, all
widening of existing pavement last season, as well as
the surfacing, was constructed with asphaltic mixture.
For reasons of economical construction where con-
ditions are at all favorable for black base, the mixed
type of Portland cement concrete and asphaltic con-
crete construction is being avoided. Thirty-six per
cent of last season's asphalt work was constructed
of the black base type.

Where black base is used the typical cross section
is very similar to that of Portland cement concrete
construction, both edges being thickened. This design
was first attempted on our construction across the
Sand Hills near Yuma in 1926 and has since been
adopted as standard.

Construction — Prior to the perfecting of mechanical
means of spreading asphalt mixtures, the output of a

14

CALIFORXIA HIGHWAYS AND PUBLIC WORKS

Yearly Comparisons by Districts

District

Miles constructed

Average compressive strength.

pounds per square inch,

28-da.v age

Average roughness,
inches per mile

1924

1925

1926

1927

1928

1924

1925

1926

1927

1928

1924

1925

1926

1927

1928

PORTLAND CEMENT CONCRETE PAVEMENT

I

6.6
1.5

0 6

7.7

4,980
4,055
3,425
5,110

11 7

29.7
43 0
29 5

II

9 9

3.340
"3,230"

12 2
"i5'4

m

----^-g-

0.4
10.5
5 9

1.1
4.6
10.0

""4,915"

3,810
4,845
4,790

3,190
4,980
3,810

' 5'7"

5.6
8.5
5 1

9.5

IV-

V

4 3

8.4
10.6

VI __

5.0
8.6
12.5

4,070
3,690
3,945

11.7
10 0
10 0

VII

VIII

33.9

44.6
3.0

37.2

2.0
4.8

3,295

4,145
3,800

4,410

4,735
3,955

20.8

6 8
15 4

8.1

9.6
11.0

IX

X

13.6

9.0

0.5

11.1

2,680

4,490

3,960

4,485

15 9

10.5

6 5

7 5

State..

3,150

4,311

4,214

4,510

4,235

19.2

14.3

7.1

7.8

9 3

PORTLAND CEMENT CONCRETE SHOULDERS

I

II

Ill

IV

V

4.3

4.4
5 3
5.9

0.3

1.6

2.1

15.1

28.7

3.4

3,310

4,202

3,580
3,370

3,920
3,615
3,254
3,833
3,965

3,895

27.9
17 9

9 4
3 5

8 6

VI

10.0

3,465

VII

VIII

9.0

3,470

IX

X

4.0

12.8

7.8

4,200

3,550

4,099

33.9

State....

3,751

3,691

3,867

3,495

3,895

28.9

4.4

8 6

ASPHALTIC CONCRETE PAVEMENT

Miles constructed

A\

erage roughness, inches per mile

District

1924

1925

1926

1927

1928

1924

1925

1926

1927

19

28

Hand

Machine

Hand

Machine

Hand

Machine

Hand

Machine

I

11

Ill

1.8
1.9
16
8.4

1.1
0.7
7.3
4.5

3.1
2.5

0.7
2.7

1.2
3 4

"'"23'2"

90 6
24.7
27 2
18 9

21.4
62.0
24.2
19 2

25.0
35.2

34.2
31.3

20.3

IV

7.4

18.7

V

VI ._

10.1
1.0
9.0

12 2

0.7
2,3
10

12.6
3.5
16.5

"i? 3"

19 9
17 6
30.8

14 6

21 6

34.1
25.7

10.7

VII

2.8

8.7

VIII

21.3

23.3

17.7

IX

X

16.4

2.6

12.8

0.2

32,3

50.4

25.4

29.5

State

30 1

33.2

24.1

25 2

14 6

30 9

14.7

plant was limited by the speed with which the mix
could be handled on the street and there was no
incentive to increase the capacity of mixing plants.
Now that the machine has trebled the capacity of
former hand methods of spreading, plants have been
increaswl in size until double the former average
daily output was secured on some projects last season
and even larger plants are being constructed for the
present season's work.

Depth of stirface course has been thickened to two
inches through last season's work in place of one and
one-half inch as of former practice.

Size of surface finish screenings was increased to
passing three-quarter inch and retained on one-quarter
inch on one project last season by substituting a three-
quarter incJi plant screen for the one-half inch
formerly used. This size of rock gave a non-skid sur-
face finish superior to anything yet attempted and

for the present season's work these screen sizes are to
be used throughout.

Rcsidts of Tcsfs — Daily samples of the compressed
and uncompressed mixture are submitted to the labo-
ratory for determination of relative specific gravity
and analysis of the mixture. Average relative specific
gravities of surface course on the projects varied from
94.5 per cent to 98 per cent representing voidages of
from 2 to 5^ per cent.

In addition to the above tests a measure of the
stability is taken during the earlier part of the work
and when the design of mix is changed.

SURFACE ROUGHNESS

Roughness of last season's work was determined by
the Roughometer device. Several other devices were
experimented with during the past season and further
work along this line is contemplated.

(Continued on page 22.)

VALIFOllMA niUIlWAYti AND PUBLIC WORKS

15

New State Toll Bridge Policy

Inaugurated by Governor Young

ON iMoiiday, June 10th, Governor C. C.
Young inaugurated a new toll bridge
policy in California by signing four
measures, known in the Legislature as the toll
bridge bills. Governor Young established the
policy in California of public ownership of all
toll bridges in the state with the end in view

of ultimately
eliminating all
toll charges on
bridges along
the highways
of California.

The f 0 u r
measures
signed by Gov-
ernor Young
provide a
method where-
by the state
can finance, by
means of reve-
nue bonds, the
construction or
purchase o f
bridges which
cost can not be defrayed from current state
highway or county road funds.

The measures signed by Governor Young
provide :

(1) A body designated as California Toll
Bridge Authority is established, and this body
and the Department of Public Works are
authorized by Senate Bill 700 to build, buy,
or condemn toll bridges, through the medium
of revenue bonds, such bonds not to constitute
debts or liabilities of the state, but to be en-
tirely retired by tolls for passage over these
bridges ;

(2) The authority to issue franchises for
future toll roads and toll bridges is transferred
by Senate Bill 701 from boards of supervisors
to the State Department of Public Works ;

(3) The archaic Toll Bridge Act of 1881 is
repealed by Senate Bill 702. Under the act
of 1881 the State Engineer was required to
pass solely on draws and spans in a perfunc-
tory fashion, but was vested with no real
authority to pass on the general financial and
engineering feasibility of toll bridges;

C. C. Young, Governor.

(4) The California Toll Bridge Authority
and the State Department of Public Works
are authorized by Senate Bill 538 to lay out,
acquire and construct a bill from San Fran-
cisco to Alameda County, the cost of which
must be borne by the issuance of revenue
bonds, or by voluntary contributions of cities,
counties, or the city and county of San Fran-
cisco.

The California Toll Bridge Authority
created by Senate Bill 700 is composed of the
Governor, Lieutenant Governor, Director of
the Department of Finance, and the Chairman
of the California Highway Commission. The
Department of Public Works must submit its
recommendation and estimate of costs as the
acquisition or construction of toll bridges to
the California Toll Bridge Authority. This
latter body is vested with authority to author-
ize or to refuse to authorize the issuance of
revenue bonds for the purchase or the con-
struction of these bridges. These bonds do
not constitute a debt or general obligation
upon the state, but are to be retired solely
from the earnings of the structure against
which they are issued. The law provides
that they shall not bear a greater interest than
6 per cent and can not be sold for less than
par and accrued interest.

Particular interest attaches to the use of
revenue bonds in the purchase or the construc-
tion of these structures, inasmuch as it is the
first time that this form of financing has been
used by the State of California. It has been
used, however, successfully in a number of
other states, notably New York, Indiana, Ken-
tucky, Ohio, and in many municipalities
throughout the nation. It is an old estab-
lished method of financing in Europe.

The bills constitute some of the most im-
portant legislation enacted during this session
that has just closed. They were introduced
into the Legislature by Senator Fellom of San
Francisco. They were drawn with extreme
care, Frank English representing Attorney
Generel Webb, C. C. Carleton, representing
the Department of Public Works, John J.
0 'Toole, City Attorney of San Francisco and
John Dailey his assistant, representing the
city and county of San Francisco, participated
in the work of drafting them. Judge Matt I.

!•;

CAIAFORXIA HIGHWAYS AND PUBLIC IVOii'AW

Sullivan, former Chief Justice of California
also advised in the legislation.

The introduction of the bills followed an
intensive study of the toll bridge situation in
California made by C. H. Purcell, State High-
way Engineer, and C. E. Andrews, Bridge
Engineer. Division of Highways, Department
of Public Works. This study disclosed that
the cost and operation of privately owned toll
bridges in California is excessive; that tolls
being charged are far in excess of the amount
necessary to operate and amortize the cost of
similar state built and operated structures ;
that the rates of tolls on the Carquinez and
Antioch bridges indicate that the cost of pub-
lic service on those bridges is at least 88 per
cent higher than it would have been on similar
bridges constructed and operated by the state ;
that the expense of promotion and organiza-
tion of a privately owned toll bridge is in
many cases a major item in its cost ; and that
the cost of financing privately owned toll
bridges is excessive.

The signature to the four toll bridge bills
marks the third major contribution of Gov-
ernor Young to the highway system of
California. The first contribution was his
signature to the one-cent gasoline tax by
which state highway construction was renewed
in California. Second, was his insistence that
all roads proposed for inclusion in the state
liighway system should be first subjected to
study, survey, and analysis by the Depart-
ment of Public Works before their inclusion
in the state road system. Ranking with these
is his action today in terminating the toll
bridge abuse in California.

Governor Young issued the following state-
ment in connection with signing the toll
bridge bills :

"The state has spent upwards of $150,-
000,000 in the construction of our state high-
way system. It is spending from $25,000,000
to $30,000,000 a year in the maintenance and
extension of that system.

"If the state itself is willing to undertake
the building of bridges, where toll bridges are
necessary, there is no sound reason why
private bridge promoters should be permitted
to clutter up our highway system with
privately owned toll bridges.

"The improvement and extension of the
highway system will bring increased traffic
over bridges. The state itself should be in a
position to take advantage of this increased
traffic and retire the outstanding bonds, and
thereby hasten the time when all toll charges
can be eliminated and the particular bridge
be thereafter operated as a free public bridge.

GOVERNOR— DEPARTMENT

ARE COMMENDED FOR

SAFER STATE ROADS

R. E. Pfaeffle, State Publicity Cliairman in the
T. P. A. (Travelers) Magazine.

It is noted with interest that the State of
California is out to improve highway safety, for
in his 1929 message to the State Legislature,
Governor C. C. Young states: "Increased atten-
tion is being given to make the highways of this
state safer for travel. This is being accomp-
lished through the elimination of dangerous
curves; the separation of railroad grade cross-
ings; striping the highways and thus providing
defined travel ways; the abatement of the dust
danger on such roads through oiling; better-
ment in alignment; more adequate protective
signing; reduction in the crown of roads; in-
crease in road widths; more guard rails; etc."
The T. P. A. is ever interested in public welfare,
and we congratulate Governor Young and the
Public Works and Highway Departments.

' ' If the state should construct a toll bridge
it will be so located as to best fit into the
existing and contemplated highway- system.
The entrance of the state as a principal should
also hasten the construction of a bridge across
San Francisco Bay.

"Under these bills the state can purchase
existing toll bridges when it appears advisable
to do so. The state is also empowered to take
under eminent domain proceedings where the
parties can not agree on a price.

"The holders of stock in privatelj^ owned
bridge corporations have no cause for alarm
because of passage of this bill. Their interests
will be much better served, probably, if the
state buys the particular bridge and pays full
value therefor than will be the case in many
instances w'here competitive bridges may be
built. The histor}" of privately owned toll
bridges in this state is yet new, but instances
can be pointed out where the stockholders
interest in certain bridges are already vitally
effected by the later promotion and building
of other toll bridges. Those who may pur-
chase the revenue bonds for the acquisition
or construction of a state owned toll bridge
will be much better protected in their invest-
ments than are the stockholders in the com-
panies now owning and operating toll bridges
in this state."

MISSOURI— Employees of the Missouri state high-
way department have been issued badges for identifica-
tion to be worn while they are working. The badge,
elliptical in shape, carries the number of the employee
and the words "Courtesy — Free Service." The purpose
of the words is so that tourists may feel free to ask
for information.

CALIFORNIA rilOHWAYS AND PUBLIC WORKS

17

CALirORNIA HIGHWAYS AND PUBLIC WORKS

Official journal of the Division of Highways of the
Department of Public Works, State of California ;
published for the information of the members of the
department and the citizens of California.

Editors of newspapers and others are privileged to
use matter contained herein. Cuts will be gladly loaned
upon request.

B. B. Meek Director

George C. Mansfield Editor

Address communications to California Highways and
Public Works, P. O. Box 1103, Sacramento, California.

Vol. 7

MAY-JUNE, 1929

Nos. 5-6

DIVISION OF HIGHWAYS

DEPARTMENT OF PUBLIC WORKS

STATE OF CALIFORNIA

C. C. YOUNG, Governor
B. B. MEEK, Director, Department of Public Works

CORNING DE SAULES, Deputy Director, Department
of Public Works

C. C. CARLETON, Chief of Division of Contracts and
Rights of Way

GEORGE C. MANSFIELD, Editor, California High-
ways and Public Works

CALIFORNIA HIGHWAY COMMISSION

RALPH W^. BULL, Chairman, Eureka

J. P. BAUMGARTNER, Commissioner, Santa Ana

M. B. HARRIS, Commissioner, Patterson Bldg., Fresno

JOSEPH M. SCHENCK, Commissioner, c/o United

Artists Studio, Santa Monica Blvd., Los Angeles

FRED S. MOODY, Commissioner, 6 40 Kohl Bldg.,
San Francisco

C. H. PURCELL, State Highway Engineer, Sacramento

HARRY A. ENCELL, Attorney, San Francisco

HEADQUARTERS STAFF, SACRAMENTO

G. T. McCOY, Administrative Assistant

L. V. CAMPBELL, Office Engineer

T. E. STANTON, Materials and Research Engineer

FRED J. GRUMM, Engineer of Surveys and Plans

C. S. POPE, Construction Engineer

T. H. DENNIS, Maintenance Engineer

CHAS. E. ANDREW, Bridge Engineer

R. H. STALNAKER, Equipment Engineer

E. R. HIGGINS, Chief Accountant

DISTRICT ENGINEERS

F. W. HASELWOOD, District I, Eureka

H. S. COMLY, District II, Redding

CHARLES H. WHITMORE, District III, Sacramento

J. H. SKEGOS, District IV, San Francisco

L. H. GIBSON, District V, San Luis Obiopo

E. E. WALLACE, District VI, Fresno

S. V. CORTBLYOU, District VII, Los Angelea

E. Q. SULLIVAN, District VIII, San Bernardino

F. G. SOMNER, District IX, Bishop

R. E. PIERCE, District X, Sacramento

Remembering State

By Camps it Keeps

James R. Griffith, Assistant Professor of
Civil Engineering at the Armour Institute of
Technology, Chicago, has an article in the
June issue of The Highway Magazine entitled,
"A community is remembered by the camp.,
it keeps." In this article Professor Griffith
given opinions of forty-one automobile camps
where he stayed while on an 8000-mile trip
from Chicago to the southwest, up the
Pacific coast, through the northwest and back
to Chicago. He describes a California camp
as "Unquestionably the camp we found hav-
ing the most convenient facilities" and under
a large photographic reproduction of another
California camp is the caption, "Will last
year's tourist again stop at your city, or motor
through your state or county? Such neat,
comfortable roadside camps as this one invite
tourist business." Unfortunately, Professor
Griffith encountered many insanitary camps in
other states. He concludes his article with the
significant statement, "The poor camps are
always complaining that they are unable to
supply conveniences due to their lack of trade.
The good camps are usually full. I believe
that when municipal and highway authorities
appreciate the impression fixed by the auto
camp, they will take pains to control them.
Possibly state laws controlling the wayside
camp would still better conditions. ' '

California automobile camps are inspected
regularly by the Sanitary Inspection Division
of the State Department of Public Health, and
the regulations for their sanitation, promul-
gated by the State Board of Public Health,
are enforced rigidly.

SPECIAL TRUCKS

BUILT BY STATE

TO FIGHT FIRES

Specially designed and equipped fire-fighting trucks
are being constructed in the Sacramento shops of the
State Highway Division for use in southern, central
and northern California.

Four two-ton trucks, geared to travel at a speed-
of 40 miles an hour, with 200 gallons of water, 2000
feet of hose, camping outfits, tools for 20 men and
other equipment, will be ready July 1.

One of the trucks will serve Riverside, San Ber-
nardino and Orange counties ; a second is for Tulare
and Fresno counties ; a third for Butte, Placer, Yuba
and Nevada counties, and the fourth for Lassen,
Shasta and Trinity counties.

Gteneral Headquarters, Third Floor, Highway Bulldins.
Eleventh and P Streets, Sacramento, California

There was a sign, "Fine for parking automobiles."
That's fine thought the farmer, so he parked in a fine
place.

IS

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

New Herndon Bridge is Dedicated

WE dedicate today this structure of
cement and steel which we call the
Herndon Bridge. But this bridge is
not constructed of cement and steel alone.
A thought, an idea first spanned this stream.
There was Man Thinking. And then came
Man Working and poured into this mould
of thought the cement and wrought into it
the steel, and out of the invisible created
the visible thing upon which our eyes now
rest. And as we look, we say it has strength,
durability, utility and beauty. But we know
it v/ould not be here had there not been a
thought, Man Thinking. And we know that
the thought would have had no fruition had
it not been for Man Working!

"So we dedicate this bridge to Man
Thinking and to Man Working, to these two
who are ever combining and cooperating to
build bridges and market places and schools
and temples, and who, together, constitute
that strong, durable, useful, beautiful and
immaterial thing, the State."

With these -words Senator M. B. Harris of
Fresno, member of the California Highway
Commission, dedicated the new Herndon
Bridge over the San Joaquin River, on Thurs-
day, June 6th.

The dedication ceremonies attracted a large
throng to the bridge. In addition to Senator
Harris, brief addresses were made by Ralph
W. Bull, chairman, and Fred S. Moody, mem-
ber of the California Highway Commission :
B. B. Meek, director of the Department of
Public Works, and E. E. Wallace, district
engineer. Other speakers were Chester H.
Warlow,, president" of the Fresno County
Chamber of Commerce ; N. Barsotti, president
of the Madera County Chamber of Com-
merce ; W. A. Collins, chairman of tlie Fresno
County Board of Supervisors and C. A. Clark,
chairman of the Madera County Board of
.Supervisors.

The bridge was christened by crashing two
bottles of San Joaquin River water tied to
the opposite ends of a ribbon barrier placed
across the bridge on the boundary line between
Fresno and Madera counties. Little Joan
Lake of Fresno and petite Helen Hosier of
Madera severed the ribbon which fell in two
sections into the river, thus officially opening
the bridge to travel. As the charming little
girls performed the ceremony of christening
the bridge, chairmen Collins and Clark of the

Fresno and Madera County boards of super-
visors, and Messrs. Warlow and Barsotti of
the chambers of commerce of the two counties,
grasped hands along the line dividing the
bridge.

The new Herndon Bridge replaces a frame
structure erected in 1884 and soon to be
demolished as dangerous to heavy traffic. The
contract for the bridge was awarded on
April 18, 1929, to Carl H. Peterson of Fresno.
The cost of the structure was $196,051. In
addition to providing a proper crossing over
the San Joaquin River, the bridge eliminates
two railroad crossings.

The bridge consists of four 162-foot deck
steel truss spans, two 83-foot deck girder
spans, and one 66-foot deck girder span sup-
ported by concrete piers, which in turn rest
upon a pile foundation. The deck and curbs
and end posts are constructed of reinforced
concrete. The structure provides a 30-foot
clear width of roadway. The truss being
designed so that an additional 10-foot width
of roadway may be added when traffic requires
it. Special features of the structure are orna-
mental railings, the lighting arrangements,
and pedestrians' retreat at each end. The
railing is constructed of iron and cast steel
and will be used again when the traffic bridge
is widened.

The bridge was designed in the Bridge
Department of the Division of Highways.

DESERT LOCATING ENGINEER DIES

(From the Redlands Facts, April 15.)
Stricken on Friday night with a sinus infection,
Howard (Steve) Noble, a location engineer for the
State Highway Department in San Bernardino County
for many years, died yesterday morning in the River-
side Community Hospital.

Noble's headquarters were in San Bernardino but
he had lived for the past several years in various
desert towns while road construction was in progress.
He had for the past several months been living in
Blythe.

Noble was one of the oldest employees of the State
Highway Department, having been associated with
the department for the past 10 years. He was con-
sidered one of the best desert locaters in the employ
of the state. During his service in the county he had
lived in Victorville, Barstow and Ludlow.

PENNSYLVANIA— State highway patrolmen in
192S examined 201,027 people applying for licenses to
drive motor vehicles, of which 62,142, or 24 per cent,
failed to qualify as safe drivers.

CATjIFORNIA IlICllfWAY^ AT\U) I'VBTJC WORKS

19

Scenes at Herndon Dedication

Highway Commissioner Moody, Director
Meek and Highway Commissioner Harris,
speaking at the Herndon Bridge dedication.
Scene on the bridge ; Joan Lake and Helen
Hosier cutting the ribbon that formally
opened the bridge.

CALIFORXIA HIGHWAYS AND PUBLIC WORKS

1929 State Highway Oiling Program m
Methods Used; List of Projects

OVER ONE THOUSAND carloads of
asphaltic road oil will be spread on the
state highways by the maintenace
department organization during the 1929
season. The work to be done is of three types ;
dust laying, oil surface treatment and ' ' armor
coat" wearing surface. The present plans
provide for dust laying application on 1000
miles, oil surface treatment of 160 miles and
"armor coat" on 300 miles of highway. This
work is in addition to the oiling by contractors
in connection with surfacing construction
projects.

The use of light asphaltic fuel oil to la.y the
dust on the unsurfaced earth roads and on
traffic-bound rock surfaces wherever volume
of traffic justifies the expenditure has added
to the comfort, convenience and safety of
traffic, and has been of direct benefit to resi-
dents and owners of orchards, vineyards and
other crops adjacent to the highway through
reducing the dust which formerly blew over
them with the passing of each vehicle. Two
applications of the oil, at the rate of one-
quarter gallon for each square yard of sur-
face, are generally required each season. The
spreading of dust layer oil does not interfere
with traffic as it is quickly absorbed into the
road surface.

The oil surface treatment of rock-surfaced
roads will be of either penetration or oil mix
type, depending on whether the metaled sur-
face is bound or loose. Oil containing a higher
percentage of asphalt than the dust layer is
used for this work.

The penetration type of work is constructed
in two applications of oil and screenings on
the bound rock surface after dust and loose
material have been swept off. The compact-
ing and sealing of the surface is accomplished
by traffic. The mix type of surface is con-
structed by mixing the oil with the top layer
of rock or disintegrated granite by means of
harrows and graders. The compacting of the
oiled material is then left to traffic with the
assistance of a drag which is operated to keep
the surface smooth.

Particular care is taken to protect traffi,c
by doing the work one-half width at a time
where detours ar(> not available and by estab-
lishing one-way controls.

The "armor coat" wearing surface will
be placed on sections where the road surface
is well bound, either by traffic or previous oil
surface treatment, and ha^ been proven stable
under traffic. On traffic-bound roads a pene-
tration coat of light oil is applied before plac-
ing the heavier oil. The "armor coat" is a
thin wearing surface made up of two applica-
tions of heavy asphaltic road oil and screen-
ings. Each application of oil is screened and
then rolled. This treatment is another stage
in the development of our road, and, while it
is considered in the nature of a temporary sur-
face, experience indicates that excellent serv-
ice may be expected where the base has been
stabilized. Where base failures develop later
repairs may be made with the minimum loss.

The work will be conducted in a manner to
insure the least possible inconvenience to
traffic.

The location and type of work planned for
the various state routes is as follows:

Redwood Highway — Sausalito to State Line.

Between Cloverdale and Ukiah 16 miles of armor
ooat work will be under way starting about June 15th.
The spreading of light fuel oil on the portions of this
section recently reinforced with rock is already under
way.

Between Forsythe Creek and the northerly county
line in Mendocino County 27 miles of "armor coat"
will be placed on various sections. This work will
start about May 20th. From Laytonville north 1.3
miles of oil mix type surface is to be constructed.

In Humboldt County some 34 miles will be surfaced
with "armor coat" on scattered sections. Most of these
sections have been recently reinforced with rock.
In addition to the "armor coat," dust layer oil will
be spread on about 28 miles of road. Part of this
dust layer is to carry over sections not ready for
"armor coat" and the balance is for sections to be
paved late this season.

In Del Norte County dust layer oil is to be placed
on the 28-mile section between the southerly county
line and Crescent City as a penetration course, and
"armor coat" wearing surface is to be placed on this
entire section. The 3.8 miles from Crescent City to
Elk Valley road is to be armor coated and dust layer
spread on the four miles from Elk Valley to Smith
River. This latter section is to be paved with bitumi-
nous macadam later in the season. From Smith River
to the State line some 13 miles of "armor coat" work
is now under contract and it is proposed to produce
screenings this season so the balance of this section
of road can be armor coated next year.

Roosevelt Highway — Crescent City to State Line.

The entire length of this route, 22.5 miles, is to
receive an armor coat wearing surface.

Weaverville Lateral — Areata to Redding.

4.5 miles east from Areata is to receive an armor
coat surface.

McDonalds to the Sea Highway.

38 miles of the section from McDonalds to the
Navarro River is to be treated with dust layer oil
starting about May 20.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

21

Tahoe-Ukiah Highway.

9 miles ot the seclion between IJkiah and Upper
Lake is to be armor coated, starting about June 1.

Between Venado and Hamilton Junction 3 miles of
dust layer oil is to be spread.

East of Marysville between Seven-mile House and
Rough and Ready dust layer oil will be placed on
27 miles, starting about July 1.

Hopland to Lakeport.

9 mik's ol" this route is to be armor coated.

Beltane to Schellville.

4 miles of this route in Sonoma County is to be
armor coated, starting about July 5th.

Alto to Belvedere.

4 miles of resurfacing is planned for this route.

Calistoga to Route 15 near Clear Lake.

In Lake County from county line to Middletown,

6 miles, is to be armor coated. Work is already
under way.

From Middletown to junction with the Tahoe-Ukiah
route, 23 miles is to be treated with dust layer oil.

Pacific Highway — La Moine to State Line.

The section, 18. S miles long, in Shasta County from
La Moine to Siskiyou County line which was graded
last year and surfacing recently completed is to be
treated with an armor coat. Work will be under way
about May 13th.

From Gazelle to Yreka dust layer oil is to be spread
on 18 miles starting about June 10th. Armor coat
is to be placed later.

From Shasta River to State line 15 miles of armor
coat is to be placed.

Alturas Lateral — Redding to Nevada State Line.

From Redding to Diddy Hill 22 miles of dust layer
oil is to be spread, starting about June 1.

From Montgomery Creek to Haines Ranch 17 miles
of armor coat wearing surface is to be placed, start-
ing about June 12th.

From Hillside to Bieber in Lassen County 4 miles
of oil mix surface is to be renewed and plans are
under way for armor coat treatment, from Alturas 12
miles east when this section can be undertaken.

Susanville Lateral — Red Bluff to Nevada State Line.

Dust layer oil is to be spread on this route from

7 miles west of Paynes Creek to Paynes Creek and
from Mineral to Mill Creek in Tehama County. In
Lassen and Sierra counties from Doyle to 2 miles
w^est of Milford and from Long Valley Creek to State
line. This application will cover 60 miles of highway.

Armor coat wearing surface is proposed for the
greater part of route 29 as soon as the rock surfacing
is in condition to receive it. Plans are under way
for production of rock and screenings for work from
Paynes Creek to 8 miles east and Battle Creek to
Mineral in Tehama County ; fr'om Coppervale to
Devils Corral in Plumas County ; from Susanville to 7
miles east and Johnston to Milford in Lassen County.
These plans cover a distance of 54 miles, but base
conditions will not permit oiling the entire distance
this season.

Oroville to Quincy (via Bucks Ranch).

Dust layer oil is to be spread from Miner's Ranch
to the easterly county line, a distance of 30 miles,
all in Butte County.

Downieville Lateral — Nevada City to Downieville.

Dust layer oil is to be applied on this entire route,
a distance of 46 miles.

Auburn to Truckee.

Armor coat surface is to be applied from Colfax
to Gold Run and from Soda Springs to Donner Lake,
a distance of 15 miles.

Dust layer is to be applied from Indian Springs
to Soda Springs, a distance of 10 miles. This oil
will be applied about June 1.

Mother Lode Highway — Auburn to Sonera.

Dust layer oil is to be applied from Auburn to
Placerville, a distance of 26 miles ; from El Dorado
to Plymouth and Jackson to Mokelumne River in
Amador County ; from County line to San Andreas,
Willow Creek to Altaville and Angels Camp to County

line, in Calaveras County, and from County line to
Sonora in Tuolumne County, a total of 56 miles.

Placerville to State Line.

Dust layer oil is to be applied from Riverton to State
line, a distance of 40 miles.

Myers to Nevada State Line via Truckee.

Dust layer oil is to be applied for 12 miles from
Myers to Cascade Lake.

Armor coat is to be placed from Emerald Bay to
Meeks Bay, 5 miles, and 15 miles of oil mix work is
now under way between Tahoe City and Truckee.
Oil mix surface will be placed through Truckee, one
mile, and armor coat constructed from Truckee to
State line, 19 miles, when the base is reinforced.

County Line to Central House in Amador County.

9 miles of road is to be retreated with fuel oil
and remixed this season.

Arno to Picketts Junction via Jackson.

Dust layer oil is to be applied from Cooks Station
to Tragedy Springs for a distance of 28 miles.

Between Pioneer and Chapmans the base is to be
reinforced and light penetration oil coat applied.

Portions of the 8-mile section east of Clay in
Sacramento County are to be retreated, and 4 miles
of dust layer spread west of Clay.

Lodi to Silver Creek via Angels Camp and Ebbitts
Pass.

A one-mile section east of Victor is to be retreated
with armor type of surface.

Screenings will be stockpiled for armor coat between
Murphys and Big Trees, a distance of 15.5 miles, and
dust layer oil will be spread over this section, also for
11 miles from Big Trees to Black Springs.

Salida to Sonora Junction via Sonora Pass.

The surface between Pooleys and Long Barn is
being reinforced. Screenings for armor coat will be
produced and dust layer oil applied on this 12-mile
section.

Dust layer oil will also be applied from Sonora to
Pooleys and from Long Barn to top of Strawberry
Grade for a distance of 22 miles.

Junction Route 13 to Yosemite Park via Groveland.

A one-mile section from Mountain House to Chinese
will be leveled and retreated with armor coat type
of surface.

Dust layer oil will be applied on some 40 miles of
this route.

Skyline Boulevard — San Francisco to Saratoga Gap.

A 5-mile section in San Mateo County north of
La Honda is to be treated with armor coat type sur-
face. This work has already started. The 14-mile
section north of Saratoga Gap now under construction
will be treated with dust layer as a part of the work.

Bayshore Highway — San Francisco to San Mateo.

Portions of the 8-mile section south of the Under-
pass will be retreated with heavy oil as required.

Boulder Creek to Redwood Park.

6 miles of this road will be improved with an
armor coat surface. Work will start about May 20.

Saratoga Gap Through Redwood Park.

Dust layer will be applied on 20 miles of this road.

Gilroy Through Pacheco Pass.

Armor coat surface will be applied on 9 miles of
this route. This is in addition to 16 miles of bitum-
inous macadam which is provided in the Construction
budget.

Ail-Year Highway — Merced to Yosemite.

6 miles of road now under construction between
the County line and Cathay, will be oil mixed.
Between Mariposa and El Portal 5 miles of regraded
road will be oil mixed.

Dust layer oil will be spread on 24 miles of unoiled
section in Mariposa County.

San Lucas to Sequoia National Park.

Oil mix surface will be placed on the 15-mile sec-
tion from Parkfield Junction to Monterey County line.

22

CALIFORXIA JUGHWAYS AND PUBLIC WORKS

Junction Valley Highway near Bakersfield to Paso
Robles.
Dust layer oil is to be applied from the west County
line in Kern County east for 12 miles.

Santa Maria to Freeman via Walker Pass.

5 miles of armor coat surface is to be retreated
in Santa Barbara County. This work will start about
July 15.

Dust layer oil is to be applied on 10 miles east of
Maricopa.

Carmel to Cambria.

Dust layer oil is to be applied on 15 miles from 2
miles north of Cambria to 6 miles north of San
Simeon in San Luis Obispo County.

South of Carmel 5.5 miles of armor coat surface
is to be placed.

San Diego to El Centro.

From Kitchen Creek to Tine Valley portions totaling
16 miles in length have been programmed for oil mix
surface. These are sections for which funds are not
available for paving during the next biennium.

Crest Route — San Bernardino to Bear Lake.

Funds have been provided for oil mixing newly
graded sections and for retreatment of old oil surface
on some 20 miles of this route between Waterman
Canyon and Bear Lake. Work is now under way.

Arrowhead Trail — San Bernardino to Jean.

Dust layer oil is being applied on this route for 80
miles westerly from the State line. This will provide
an oiled surface from Daggett to the State line.

El Centro to Yuma.

A 7-mile section of the oiled roadway east of Holt-
ville is to be remixed.

Pasadena to Switzers Relay.

Dust layer oil is to be applied to this 4-mile section.

Mojave to Colevllle.

10 miles of this road between Big Pine and Bishop
and in Round Valley is to be oil mixed.

Dust layer oil is to be applied on 22 miles of this
route in Inyo County and on 42 miles in Mono County.

CALIFORNIA SECOND

AMONG STATES IN

AUTO OWNERSHIP

The total registratinu of motor vehicles in the
United States during 1928 was 24,493,124, a gain of
1,359,883, or 5.9 per rent over the number registered
in 1927. The figun;s include passenger automobiles,
taxis, busses, motor trucks and road tractors. In
addition 148.109 trailers and 117,946 motorcycles
were registered.

New York heads the list for 1928 with 2,083,942
vehicles registered ; California is second with
1,799,890; Ohio is third with 1.G49.G99 ; Pennsylvania
is fourth with 1.(542,207; Illinois is fiftli with
1,504,359; Michigan sixth with 1,249,221; Texas
seventh with 1,214,297 ; Indiana eighth was 823.800 ;
New Jersey ninth with 758,430 ; and Wisconsin tenth
with 742,135.

In percentage gain, Arizona ranks first with 10
per cent. The District of Columbia is second with 13
per cent. Mississippi and South Dakota each report
a gain of 12 per cent ; New Mexico, Alabama and Con-
necticut report 10 per cent ; Tennessee and Texas
report 9 per cent ; and South Carolina, Vermont,
Wyoming, North Dakota, Michigan and Delaware
report 8 per cent.

Comparison of the registration total with the 1928
estimated population of 120.013.000 indicates that
there is now one motor vehicle for every five jiersons
in the United States ; or one for every family.

SUMMARY OF 1928 PAVEMENT
CONSTRUCTION

(Continued from page 14.)

Portland Cement Concrete — Individual pi-ojects
varied from G.O inches to 17.7 inches per mile with a
state average of 9.3 inches. This represents an increase
over previous averages in roughness in four of the six
districts constructing this type and is an increase of
1.5 inches per mile in state average over that of 1927.
This increase is due somewhat to increased number
of designed joints but also represents a decided
slackening uj) of inspection of finishing.

Asi)lntltiv Concrete — Individual projects on machine
finished work varied from S.7 inches to 20.3 inches
per mile and averagrd 14.7 inches. On hand finished
work, the range was from 2X.G inches to 43.3 inches
averaging ;'>0.9 inches. The general average of both
types was 17.4 inches.

OUrSTAXDIXG TROJECTS

Portland Cement Concrete — Smoothness record for
the year was obtained by Resident Engiuem* C. M.
Butts on Contract 010EC2, Fredrickson & Watson
Construction Company, contractors, with an average
of 6.0 inches per mile. This project likewise held the
record for cement control with an average daily varia-
tion of but 0.18 of 1 per cent.

The record for average concrete strength was
obtained by Resident Engineer Mr. C. Fosgate on Con-
tract 94EC7. Ilauralian Company, contractors, averag-
ing 4980 pounds per square inch.

The record for daily yardage produced was obtained
by Fredrickson & Wat.son Construction Company on
Contract 910EC6, C. M. Butts, Resident Engineer,
with an average of 247.2 cubic yards.

Asijlialtlc Concrete. — Smothness record was secured
by Resident Engineer W. D. Eaton on Contract
97FC5, Gibbons & Reed, contractors, with an average
of 8.7 inches per mile. The best hand finished job
for the season was secured by Resident Engineer J. F.
Knapp on Contract 06EC3, California Construction
Company, contractors, with an average of 21.6 inches
per mile.

The record for density of pavement surface was
obtained by Resident Engineer J. M. HoUister on Con-
tract 98FC4, Jahn & Bressi contractors, with an aver-
age of 98 per cent relative specific gravity.

The record for production was obtained by Gibbons
& Reed, contractors, on Contract 97FC5, W. D. Eaton,
Resident Engineer, with a daily average production of
574.3 tons.

With respect to p;ivement (|ualiti(>s. it is felt that
the assistant resident engijieer. in charge on the street,
is in a large degree responsible for the i-esults secured
and for this reason is being given recognition along
with the resident engineer.

TABLES

In addition to the usual Yearly Summary, a table of
Yearly Comparisons by Districts has been added. This
table gives an interesting comparison of progress
within the individual districts.

Son — "Our garage man's got a better radio set

than ours, mama."

iNIother — "What makes you think that, dear?"
Son — "He said he knew he'd get hell when he went

home tonight."

VALIFORMA IIIGJIWAYS AND PVlilAC WOliK^

23

Roadside Advertising Regulations

Reported on by U. S. Road Bureau

IN A SURVEY of state laws governing
commercial advertising signs along pub-
lic highways made by the Bureau of Pub-
lie Roads of the United States Department of
Agriculture, it was found that such laws
range all the way from the most general of
rules and regulations to certain well-defined
stipulations. Only seven states are without
state regulation — South Carolina, Arkansas,
Texas, New Mexico, Oklahoma, Kansas and
Wyoming.

Connecticut, Massachusetts and Vermont
have the best defined and most rigid laws.
Before any agency can erect commercial
advertising signs in these states, it must be
licensed by state authorities at certain annual
fees, and if it does not reside in the state a
bond must be furnished. Each license must
show a number and the date of expiration.

Connecticut levies a license fee of $100 per
year, and an annual permit fee of $3 for every
300 square feet or less of advertising space to
$9 for between 600 and 900 square feet. Fees
apply to each side of each panel. Signs of
more than 900 square feet are not permitted.

In Massachusetts the fee is fixed with regard
to administrative costs and varies throughout
the state. Vermont levies an annual license
fee of 3 cents for each square foot of adver-
tising space.

In Connecticut each application for a per-
mit must bear the written consent of the owner
of the property on which the sign is to be
erected. Each permit must state the size of
display, and each sign must show the name of
agency displaying, owning or leasing bill-
boards. No direction or danger sign shall bear
advertising.

In Vermont, the application for license
shall name the property upon which adver-
tising is to be displayed ; the population of
the city, village or town ; the size, and descrip-
tion of sign and the distance at which it may
be read from state highway, railroad or rail-
way track, public park or navigable water.

State authorities of these three states —
Connecticut, Massachusetts and Vermont —
have the right to exact fines for nonconform-
ing signs and to remove them. The cost of
removal, after due notice has been served, is
collected from the agencies or from the

sureties on bonds. Connecticut imposes a fine
of $100 for each nonconforming sign; Massa-
chusetts, a fine of not more than $100 with a
further $500 for continued violation ; Ver-
mont, a fine of $100, or imprisonment of 30
days, or both.

Also in Connecticut, any person who shall
deposit, throw, affix or maintain any adver-
tisement within limits of any public highway
or on private property without consent of
owners is subject to a fine of not more than
$50 or imprisonment of not more than six:
months, or both.

Advertising signs in Connecticut may not
be placed within 15 feet of the right of way^
of a highway, and in Massachusetts within
500 feet. In these two states, cities and towns-
may further regulate and restrict advertising-
signs in a manner not inconsistent with state
laws.

Local authorities of the three states may
remove nonconforming signs within their
jurisdictions.

Laws of the three states, as well as laws,
of other states, permit certain advertising by^
manufacturers or landowners located along-
highways.

Seven other states — Florida, Georgia^
Mississippi, Nebraska, Nevada, North Caro-
lina and Tennessee — impose fees for adver-
tising signs. Mississippi collects a fee of 75-
cents for each sign of from 10 to 100 square
feet of area, $1.50 for an area of between 100'
and 300 square feet, and $2.50 for an area of
more than 300 square feet.

North Carolina exacts an annual license fee
based on population of cities and towns ; from
$5 in cities of 5000 inhabitants to $50 in cities-
more than 35,000. Also no advertising signs
are placed on private property without eon-
sent of owner and no signs are placed within
limits of highways on penalty of a fine of $50"
or imprisonment of not more than 30 days.
Local authorities regulate advertising signs
within their jurisdictions.

Tennessee forbids the erection of signs upon
the right of way of any state highway, and.
prohibits erection of signs resembling railroad
crossing symbols on any public highway or
street or on private property within one-
quarter mile of any public road or street..

24

CALIFORXIA HIGHWAYS AND PUBLIC WORKS

The state requii-os an annual license fee for
electric signs, aecordinp- to i^opulation; from
$10 in cities and towns of less than 5000
inhabitants to $50 in those of more than
50,000. It imposes an additional annual fee
of $7.50 upon agencies posting bills or other
printed matter in counties of less than 20,000
inhabitants to $75 in counties with 60,000 or
more.

In Florida, the state road department pro-
hibits advertising signs on state highways and
imposes on agencies in the bill posting busi-
ness a license tax of $5 in cities and towns of
less than 10,000 people to $80 in cities and
towns of 10,000 or more.

Nebraska requires a state permit for adver-
tising signs, with a fee of 25 cents to $5 for
each sign, and no sign may have more than 10
square feet. Also signs may not be erected
within 300 feet of intersection of crossroads,
and railroad crossings, and a tine of from $10
to $100 is levied for violation of law. All non-
licensed signs are removed by state authorities.

Georgia levies an annual tax of $1 on each
agency for each location, defined as 75 lineal
feet. No advertising signs are allowed on the
Dixie Highway in Bibb County. Chatham
County is empowered to regulate signs within
its jurisdiction.

Nevada levies an annual license fee of $5
on advertising agencies, the license to be issued
by county clerk of county in which it is to
be erected. Money from licenses is appor-
tioned to the road funds of counties. No per-
mit is issued for billboards on any location
which may measurably destroy the natural
beauty of the scenery or obscure a view of the
road ahead. Any agency erecting noncon-
forming signs is subject to a fine of $25 to
$100 or imprisonment of from 10 to 30 days.

In nine other states — ^Minnesota, Colorado,
Maine, Iowa, North Dakota, South Dakota,
West Virginia, New Hampshire and Illinois —
no advertising agency may erect or maintain
upon any highway or right of way any com-
mercial advertising sign. In eight of these
states authorities have ])ower to remove all
nonconforming signs, and in seven states to
exact fines of from $5 to $1,000 or imprison-
ment of from one to six months. Three of the
states regulate distances from railroad cross-
ings, road intersections and from curves at
which signs may be placed ranging from 300
to 1000 feet. Minnesota and North Dakota
do not permit advertising on directional signs.
In South Dakota, no advertising sign outside
of city limits may have more than 20 per cent
of its surface in red.

The laws of 16 other states — California,
Maryland, New York, Idaho, Michigan, Wash-

ington. ^Montana, Ohio, Oregon, Pennsylvania,
Louisiana, ^Missouri, Rhode Island, Utah, New
Jersey and Wisconsin — prohibit advertising
signs on private property without consent of
owners and on rights of way of highways
without consent of state, city or county
authorities.

The majoi-ity of these states designate the
distance from railroad crossings, intersecting
highways and from curA'es at which signs may
be placed, ranging from 300 to 1000 feet, with
fines of from $10 to $500 or imprisonment of
from 10 to 60 days for violation of law. A
few of the states are empowered to remove
nonconforming advertising signs. In others,
local authorities may regulate and remove ob-
jectionable signs in territory under their
jurisdiction. Pennsylvania, Michigan and
Idaho permit no advertising on directional
signs. Fines collected in Missouri are credited
to the state road fund for maintenance.

In six states — Alabama, Arizona, Delaware,
Indiana, Kentucky and Virginia — laws gov-
erning advertising signs merely state that no
person shall erect or maintain upon any high-
way or right of way any advertising sign
without the consent of state authorities.

While Arkansas has no state regulation,
authority governing advertising signs is
vested in the county courts with no specific
legislation. In Texas, cities of more than 5000
inhabitants have power to license, regulate,
control or prohibit erection of signs or bill-
boards as may be provided by charter or ordi-
nance. In Oklahoma, county and towmship
boards are charged with improvement of pub-
lic highways, and have power to remove all
obstructions in highways under their juris-
diction.

While Wyoming has no state regulation,
the highway department claims jurisdiction
over rights of way and assumes authority to
refuse permission to erect advertising signs
and to remove any in these areas.

In Kansas, county commissioners of each
county are authorized to remove all adver-
tising signs exceeding four feet in height
within 50 yards of any railroad grade cross-
ing, abrupt corner in the highway, or entrance
to driveway off the highway, after notice has
been served on owner, and the cost of removal
is entered on tax rolls with a penalty of 10
per cent of the cost.

New Jersey prohibits advertising signs on
the Palisades along the Hudson River ; New
York bars advertising signs in Adirondack
Park, and Delaware prohibits them for 200
feet of either side of the right of w^ay of any
highway entering Wilmington for a distance
of one mile from the city limits.

CALIFORNIA HIGHWAYS A\D PUBLIC WORKS

25

U. S, Reports on
Gasoline Tax Col-
lections Throughout
The United States

Gasoline taxes amounting to $305,233,842 were
collected on the sale of 10.178,344,771 gallons of motor
fuel in 1928 in the District of Columbia and the 46
states in which the tax was effective during the whole
or a part of the year, according to figures compiled by
the Bureau of Public Roads, United States Depart-
ment of Agriculture.

The figures include the tax collected and the gaso-
line consumed in Illinois during the month of January
only, owing to the fact that the law providing for the
state's 2-cent tax was held invalid on February 24,
1928.

Massachusetts and New York were the only states
without a gasoline tax in 1928. These two have
since passed laws providing, in Massachusetts for a
2-cent tax effective January 1, 1929, and in New York
for a 2-cent tax effective May 1. As the Illinois legis-
lature has passed a new law which provides for the
collection of a 3-cent tax effective August 1, that date
will mark the final adoption of the tax by all states,
ten years after its adoption by Oregon and Colorado,
the pioneer states.

Changes in the rate of taxation were effected in
four states during the year. The New Hampshire
tax was increased from .3 cents to 4 cents a gallon on
the first day of the year. Virginia added a half-cent
on March 19, 1928, making the new rate 5 cents a
gallon. The Texas rate was reduced on September 1
from 3 to 2 cents a gallon ; and Mississippi raised its
rate from 4 to 5 cents a gallon on December 1 last.

The average rate per gallon in 1928 was 3 cents ;
the highest was 5 and the lowest was 2 cents. At the
close of the year the rate in effect was 5 cents in
seven states, 4 cents in eleven states, 3^ cents in one
state, 3 cents in 14 states, and 2 cents in 12 states
and the District of Columbia.

Comparison of the total number of vehicles regis-
tered with the total tax collected in the states in which
the tax was effective throughout the year shows an
average revenue of $15.09 per vehicle.

After deduction of the costs of collection the entire
net revenue was used for rural road purposes in 85
states. In the remaining 13 states and the District
of Columbia a total of $18,491,754 was devoted to
other purposes. In three states a portion of the col-
lections was used for public school purposes. The
January collections in Illinois were held at the dis-
posal of the court. In five states a portion of the
revenue went to cities for the construction and repair
of streets, as did the entire collection in the District
of Columbia. In two states small sums were deposited
in the general funds of the state ; in Mississippi
special taxes in addition to those collected at the regu-
lar rate were used for the construction of a road-
protecting sea wall ; in New Hampshire a fourth of
the net collection was used for the repair of flood
damage ; and in one state — New Jersey — a small por-
tion of the receipts was turned over to the State
Department of Commerce and Navigation.

Of the ix)rtion of the total revenue devoted to rural
road purposes, the amount used for construction and
maintenance of state highways was $211,046,591 ; for

RECORDS SHOW VALUE

OF BACK SEAT DRIVING

The much maligned back seat driver has found
a cliamijion, according to reports of the California
State Railroad Commission.

After reviewing the automobile fatalities report
of 1928 the CommisLson finds that a motorist and
a half in a car constitute one wreck and that five
motorists no wreck at all. The majority of
automobile accidents occur when an average of 1.5
persons occupy a machine with no back seat driver
to guide, and the fewest accidents occur when a
machine is well loaded, several of whom presum-
ably are back seat drivers.

construction and maintenance of local roads the
amount was $57,380,901 ; and the balance of $17,619,-
995 was used for payments on state and county road
bonds.

The following table shows the total tax earnings
and the total number of gallons taxed in the various
states :

Net gallons
of gasoline
taxed and

used by
motor

vehicles
162,438,774

50,455,046
106,147,481
985,558,973
130,707,467
173,437,589

26,678,310
224,704,496
206,137,161

47,096,637
♦41,841,273
372,584,968
284,520,934
269,742,067
134,835,629
169,046,556

79,011,319
135.646,826

Total tax

earning on

fuel and

miscellaneous

State receipts

Alabama $6,614,297

Arizona 2,018,238

Arkansas 5,382,782

California 29,566,769

Colorado 3,921,224

Connecticut 3,511,675

Delaware 800,349

Florida 11,257,617

Georgia 8,245,486

Idaho 1,884,023

Illinois* *836,826

Indiana 11,177,549

Iowa 8,535,628

Kansas 5,394,841

Kentucky 6,743,224

Louisiana 3,380,931

Maine 3,192,384

Maryland 5,425,873

Massachusetts

Michigan 18,334,840

Minnesota 5,768,100

Mississippi 5,696,553

Missouri 6,948,229

Montana 1,683,404

Nebraska 3,941,164

Nevada 531,186

New Hampshire 1,884,175

New Jersey 8,470,336

New Mexico — 1,852,037

New York

North Carolina 9,787,011

North Dakota 1,479,469

Ohio 24,885,699

Oklahoma 8,147,901

Oregon 4,008,259

Pennsylvania 21,998,064

Rhode Island 1,182,328

South Carolina 5,518,240

South Dakota 3,158,873

Tennessee 5,134,600

Texas 17,945,037

Utah 1,664,652

Vermont 1,118,882

Virginia 8,616,239

"Washington 4,206,515

West Virginia 4,308,109

Wi.scon.sin 6,856,759

Wyoming 954,317

Dist. of Columbia 1,263,148

Totals 305.233,842

611,161,335
288,404,998
136,334,223
347,411,433

56,113,461
197,058,187

13,279,660

47,079,932
422,346,478

36,738,005

244,~6~7'K269

73,973,434

829,523,293

279,996,597

144,284,704

733,268,795

59,116,396

110,364,802

78,965,809

171,153,333

681,135,373

47,577,166

37,311,088

174,800,793

210,325,734

107,547,068

342,837,969

31,810,563

63,157,367

10,178,344,771

*Only January tax receipts reported as law was
found invalid by Supreme Court, February 24, 1928.

26

CALIFORXIA HIGHWAYS AND PUBLIC WORKS

Legislature Urges
More Federal A id For
Public Land Roads

Urging c'ongi'essit)iial action to meet the road-build-
ing problem across vast areas of public lands in the
west, the California legislature unanimously adopted
a resolution in support of federal legislation to finance
highway construction across unappropriated public
lands and other federal reservations. The resolu-
tion mem()rializes the California delegation in congress
to support legislation providing appropriations which
would be used to build and maintain highways across
those large, nontaxable areas which are held by the
federal government in western states. California is
affected by this problem in that two-fifths of the area
of the state still remains in possession of the federal
government as unreserved or unappropriated public
lands, nontaxable Indian lands or other federal reser-
vations.

The resolution presented to the legislature last
week by the motorists' organization was introduced
by Senator Thomas McCormack in the senate and by
Speaker of the Assembly Edgar C. Levey in the lower
house. It was passed by both houses unanimously
under suspension of the rules. The resolution reads :

Whereas, More than two-fifths of the area of the
State of California still remains with the federal
government as unreserved or unappropriated public
lands, nontaxable Indian lands and other federal
reservations, and

Wliereas, These lands are not subject to taxation,
and

Whereas, The construction and maintenance of high-
ways through and across these areas sliould be an
obligation of the federal government requiring no
financial cooperation on the part of the state or its
subdivision ; tlierefore be it

Resolved. Tliat tlie California representatives in the
congress of the United States be and are hereby
requested to actively support legislation which will
provide for appropriations by the federal government
with which to build and maintain highways through
and across unappropriated or unreserved public lands
and other federal reservations, and be it further

Resolved. That a copy of this resolution be sent to
the President of the United States, the Vice President,
the speaker of tlie house of representatives and to
each member of the seventy-first congress from the
State of California.

APPRECIATION VOICED BY LEGISLATURE FOR
LT. S. HIGHWAY AID

The following concurrent resolution, intro-
duced by As.semblynian Jespersen, was passed
by unanimous vote of both hou.ses of the legis-
lature :

Whereas, The United States government, in federal
aid, forest road, and national park funds, during the
past ten years, has contributed approximately thirty-
two million dollars to the highway development of
California under the direction of the United .States
Bureau of I'ublic Roads ; and

Wherea.s. The United States Bureau of Public
Roads, through Thomas H. McDonald, director, Dr. L.
I. Hewes, deputy chief engineer in charge of the eleven
western states, and Captain C. II. Sweetser. district
engineer in charge in California, has been uniformly
helpful and courteous in its participation in highway
development in California, and has contributed greatly
toward establishing the fine standard of highway
construction now in f<u-ce in California ; now, therefore
be it

U. S. Money A Hotted
To U. S. Forest Roads

In accordance with a joint re<<)mmendation by the
U. S. Forest Service, U. S. Bureau of Public Roads,
and the State Division of Highways, Department of
Public Works, the Secretarj- of Agriculture has
approved the expenditure of federal funds for the fol-
lowing road construction program in the National
Forests of California, according to announcement by
S. B. Show, Chief of the California District, U. S.
Forest Service, in San Francisco.

Amount
pro-
Project County grammed

Quincy-Beckwith Plumas, .$25,000

Yuba Pass Sierra, 166,000

Placerville-Lake Tahoe El Dorado, 175,000

Topaz (Coleville to Nevada state line) _Mono, 100,000

Wawona-Auberry Madera, 25,000

San Marcos Pass Santa Barbara, 10,000

Mt. Lassen (Mineral to Lassen Nat. Pk.)

Tehama, 50,000

Idyllwild (Hemet to San Jacinto Mts.)

Riverside, 25,000

Maintenance 20,000

Surveys* 20,000

Total $616,000

* The survey for the Deer Creek project is now
under way, financed from this item.

Twenty-five thousand dollars additional forest high-
way money will be expended in Nevada for construct-
ing an extension to the California section of the Topaz
project, and $77,000 will be expended in constructing
and surfacing a section of U. S. Highway No. 50 near
Glenbrook.

The State of California will cooperate in the con-
struction of the Placerville-Lake Tahoe project to an
amount equaling the federal allotment. The counties
of Plumas and Santa Barbara will cooperate in the
amount of $75,000 and $10,000, respectively, on the
Quincy-Beckwith and San Marcos Pass projects.
Either the state or counties will also assume the main-
tenance resi>onsibilities after the projects have been
improved to a satisfactory standard by the Bureau
of Public Roads, which will supervise the construction
work on all projects.

In addition to the above mentioned expenditure,
which is for roads of primary value for public travel,
about $550,000 will be expended by the forest service
for constructing and maintaining roads of principal
value for protecting and administering the national
forests in California.

Resohcd, That the State of California through its
Legislature, by concurrent resolution of the Assembly
and Senate, does hereby express its appreciation of
the financial aid extended to California in road build-
ing by the United States and does hereby further
express its appreciation of the fine cooperation sup-
plied by Mr. McDonald, Dr. Hewes and Captain
Sweetser representing the bureau of public roads ; and
be it further

Resolved, That a copy of this concurrent resolution
jjroperly engrossed be sent to the President of the
United States, the Secretary of Agriculture, Thomas
II. McDonald, Dr. L. I. Hewes and Captain C. H.
Sweetsei*.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Court Imposes

$100 In Fines for
Littering Highways

(From the Venice Vanguard, May 30.)

Giving notice th.it he will impose fines upon all
persons guilty of dumping bottles, rags or papers on
the highways within his judicial jurisdiction, Justice
of the Peace John L. Webster of Malibu township,
fined Abuer Beard and T. R. Hunter of Santa Monica,
$50 each, after they had entered plea of guilty to
carelessness.

J. A. Stauff, foreman for the State Highway Com-
mission on the Roosevelt Highway north of Santa
Monica, was the complaining witness against the two
men. A few days ago Stauff was enraged when he
found that someone had dumped a load of gin bottles,
old rags, papers and other litter on the right of way
two miles north of Topanga Canyon. He offered a
reward for information that would lead to the arrest
of the offenders.

Shortly after his announcement in the press, Stauff
learned that Hunter and Beard were the asserted
offenders. He obtained warrants for their arrest
from Justice Webster.

The state law makes the dumping of bottles and
refuse a misdemeanor, with a heavy fine, and the
only reason that the two defendants escaped with a
$50 fine each, was because the court was convinced
that their violation was not intentional, but due to
carelessness.

"We must keep the highways safe and it will be
the policy of this court to impose fines, and if neces-
sary, jail sentences, to carry out the law," said
Justice Webster.

Stauff, who is in charge of the highway from Santa
Monica city limits to Ventura County line, states
that he is determined to keep the highway free from
debris and other menaces to travel and that he will
make every effort to arrest those who are guilty of viol-
lating the state laws.

SHOPS

NEW DISTRICT EQUIPMENT
AT SAN LUIS OBISPO

New buildings to house the district and equipment
shops are now being constructed in district five at
San liuis Obispo on a new site recently purchased by
the state for this purpose.

The new site, containing 5.7 acres located on the
Coast Highway, at the southerly city limits adjacent
to the Pacific Coast Railway freight yards, one mile
from the center of the city, is considered to be the
most advantageous location to be found in the vicinity
whereon to erect the buildings necessary for maintain-
ing highway equipment. It is the ultimate purpose to
have all district buildings including administration
oflSce, maintenance shops and storage buildings located
on the same property.

The first unit of the construction under contract
and under way includes a shop building and equipment
storage shed, both structures being of timber frame
covered with galvanized corrugated metal. Additional
small buildings will complete the construction at this
time.

Average Mileage
More Than Double

In Past Decade

Washington, D.C. The average day's run of motor
tourists is now 234 miles, as compared with about
100 miles a day ten years ago, according to the
National Touring Board of the American Automobile
Association.

Outstanding among the reasons advanced for this
decided increase in the mileage covered by motorists
were the following :

1. Better highways throughout the country.

2. Improvement of the motor car from the stand-
point of ease of operation, comfort, safety and stability.

3. More adequate sign-posting and marking of
important highways.

4. Improved motoring facilities, including standard-
ized services in all sections and up-to-the-minute
reports on road conditions.

5. A nation-wide tendency to liberalize speed laws
and the passing of the roadside justice of the peace
courts.

TRAVELS 420 MILES

TO REACH POINT

ONLY 8 MILES AWAY

(From the Redding- Courier-Free Press Weekly.)

Russell H. Stalnaker of Sacramento, equipment
engineer for the State Highway Commission, was in
this city Monday as he was returning from Oregon,
where he had been to examine some snowplows in
operation (^n the highways of that state.

While in Oregon, Stalnaker had to travel 420 miles
by detour to go eight miles.

The first snowplows he saw at work were 80 miles
east of Eugene, where they were digging away at the
snow that blotlks the McKenzie Pass, altitude 5300 feet.
To get to see the snowplows at work on the east
side of the pass, eight miles away, Stalnaker had to
go by way of Portland, The Dalles and Redmond, a
roundabout trip of 420 miles.

LOANS OIL TO CHICO

TO SAVE FRUIT CROPS

(From the Chico Record, April 11.)

In order to save orchard crops in this region,
the State Highway C^)mmission this week placed
in the hands of J. H. Priel, distributor, 4000 gal-
lons of oil for use in smudging by orchardists. The
oil was turned over for orchardists' use when the
available supply in Chico and Durham became
exhausted. Several cars of oil have been obtained
and are available now, however, and orchardists
are well supplied. More oil has been used this
season than for many years, dealers report.

"Mama," said little Elsie, "I never see any pictures
of angels with whiskers. Do men go to Heaven?"

"Well," said the mother, thoughtfully, "some men
do go to Heaven, but they get there by a close shave."

28

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

NEW HIGHWAY LEGISLATION

COVERS MANY IMPORTANT

SUBJECTS

(Continued from page 1.)
TOLL BRIDGE LEGISLATION

Senate Bill No. 700, Chapter 763, Senator Fellom.

This measure authorizes the California Toll Bridge
Authority and the Department of Public Works to
build, buy or condemn toll bridges through the medium
of revenue bonds, such bonds not to constitute debts
or liabilities of the state, but to be entirely retired
by tolls for passage over the bridges themselves.

It is believed that there is ample legal authority for
sustaining the validity of such bonds in the State of
California and that the time has arrived for the
inauguration of the policy of the people financing all
their own major toll bridges by the state by the use of
revenue bonds, and retiring the same with the tolls
in a much more economic and expeditious manner than
private companies can do.

Senate Bill No. 701, Chapter 764, Senator Fellom.

This measure, in brief, transfers the authority to
issue franchises for future toll roads and toll bridges
from boards of supervisors to the State Department
of Public Works.

It seems that the time has now come when toll
roads and toll bridges, if hereafter permitted at all,
should be at points which will best fit in with the
state highway system of California.

Certainly the Department of Public Works is the
best judge of such sti'ategic spots in their relation to
state-wide highway planning.

This act fully protects all existing franchises here-
tofore granted by boards of supervisors.

Senate Bill No. 702, Chapter 765, Senator Fellom.

This bill repeals the old toll bridge act of 1881,
which now requires the State Engineer to pass solely
on draws and spans, but which does not vest real
authoi-ity in him to pass on the general financial and
engineering feasibility of toll structures.

Moreover, this archaic act will be rendered obsolete
by the enactment of Senate Bill No. 701.

Senate Bill No. 538, Chapter 762, Senators Breed,
Christian, Hurley, West, Canepa, Crowley, Fellom,
Gray, Maloney, Murphy and Tubbs.

This act authorizes the California Toll Bridge
Authority and the Department of Public Works to
lay out, acquire and construct a bridge from San
Francisco to Alameda County.

However, the cost of such a structure must be borne
by the issuance of revenue bonds or by voluntary con-
tributions of cities, counties or the city and county of
San Francisco.

The effect of this bill is simply to give legislative
sanction to the handling of the construction of a San
Francisco Bay Bridge as a specific project under the
revenue bond plan set up in Senate Bill No. 700.

ADDED POWERS OF CALIFORNIA HIGHWAY COMMISSION

Senate Bill No. 581, Chapter 579, Senator Handy.
Amends section 3636 of the Political Code in two
respects.

1. The present law provides that the California
Highway Commission may relinquish to any county,
city or city and county any portion of any state
road or highway within said county, city or city and

county with the consent of the governing body of
such county, city or city and county.

This provision was voluntarily placed in the law
some years ago by the Commission, but it has resulted
in a few instances that a small town has declined to
cooperate with the state and delayed a major line
change or improvement.

Ordinarily there is the closest cooperation between
the Commission and the counties and cities in the
matter of state highway abandonments and reloca-
tions. There is no necessity for the present provision.
Accordingly the legislature deemed it to be for the
best interests of the state highway system to eliminate
the requirement, leaving it to the California High-
way Commission to determine relative necessities.

2. Under the present section the California High-
way Commission is authorized to conduct preliminary
surveys for the determination of the advisability of
including in or excluding from the state highway
.system any road or a portion thereof, provided, that
not more than one-half the cost of any such pre-
liminary survey shall be paid from state funds avail-
able for such purposes.

The amended act eliminates any requirement for
county aid, thus enabling the state to bear the entire
cost of such preliminary surveys for potential state
highways.

This amendment will pave the way for the making^
of the surveys contemplated by Senate Concurrent
Resolution No. 19, for the study by the Department
of Public Works of feasible additions to the secondary
state highway system during the next biennium.

The act also adds a new section to the Political
Code to be numbered 363o and provides that the
department of public works is authorized with the con-
sent of the Railroad Commission to abandon any por-
tion of a state highway crossing the tracks or right
of way of any raih'oad, or street railroad.

PREQUALIFICATION OF BIDDERS ON STATE CONTRACTS

Senate Bill No. 754. Chapter 644, Senator Fellom.

This is another enabling act providing that the
Department of Public Works may, within its discre-
tion, before furnishing any person proposing to bid on
any duly advertised public works with plans and speci-
fications for the proposed public work, require from
any such person answers to questions contained in a
standard form of questionnaire and financial statement,
including a complete statement of the person's financial
ability and experience in performing public work.

Whenever the Department of I'ublic Works is not
satisfied with the suflBciency of the answers contained
in such questionnaire and financial statement it may
refu.se to furnish such person with plans and specifica-
tions on any such duly advertised public work, and
the bid of any person to whom plans and specification*
have not been issued must be disregarded.

VENDING ON STATE HIGHWAYS

Senate Bill No. 42. Chapter 201, Senator Boggs.

This act provides that any per.son who sells, dis-
plays for sale, or offers to sell any wares, merchandise,
fruit, vegetables, produce, food, or any or other goods
from any vehicle, motor vehicle, trailer, semitrailer,
wagon, push-cart, stand, structure or building stand-
ing or situated wholly or in part on the right of way
of any state highwa}\ or any part thereof, is guilty
of a misdemeanor. The act, however, shall not be
deemed to prohibit a seller from taking orders for or
delivering any commodities from a vehicle on the part

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

29

of thr rij;lit «»f way of a state highway inunediately
adjdiiiinj; tho i)remiscs of the pui'chaser.

I'UBLICATION OF BULLEl'INS

Assembly Bill No. 1134, Chapter 381, Assemblyman
Jespersen.

This act adds a new section to the Political Code
to be uuinbcred 80:i/). It authorizes the Department
of I'ublic Works to prepare, publish and issue such
printed pamphlets and bulletins, as the Director of
Public Works may deem necessary, for the dissemina-
tion of information to the public concerning the work
and activities of the several divisions of the depart-
ment. This act makes it possible to keep the public
fully advised concerning the activities of the highway
and the other divisions of the Department of Public
Works.

TR.'VXSKER OF DIVISION OF MOTOR VEHICLES TO
DEPARTMENT OF PUBLIC WORKS

Assembly Bill No. 201, Chapter 318, Assemblyman
Feigenbaum.

This act adds new sections to the Political Code
numbered 363^, 363? and 363»i. The placing of this
division in the Department of Public Works will
result in closer coordination of the activities of the
Division of Highways, which constructs and maintains
the state highways, and the Division of Motor
Vehicles, a portion of whose duties is to enforce the
laws relating to the safety of traffic on the state high-
way system and the protection of the highways them-
selves resulting from overloads and other abuses
thereto.

ilOTOR VEHICLE LEGISLATION

Senate Bill No. 714, Chapter 253, Senator Breed.

This act amends the California Vehicle Act in many
particulars. Notably section 30 of the act is amended
to provide for the creation of the California Highway
Patrol. Traffic officers on the highways of California
will hereafter be under the jurisdiction of the Depart-
ment of Public Works and the present unsatisfactory
"double headed" control by state and county author-
ities will cease.

It is believed that this centralized plan will result
in more uniform enforcement and will subserve the
best interests of the motorists of the state and of the
public officers handling highway traffic and related
problems in California.

TRAFFIC OFFICERS UNDER CIVIL SERVICE

Senate Bill No. 809. Chapter 308, Senator Breed.
This act places the California Highway Patrol under
Civil Service regulations.

$20,000 MINIMUM COUNTY SHARE GASOLINE TAX

Assembly Bill No. 1060, Chapter 789, Assemblyman
Williams.

Fifteen counties, some of the greatest in area yet
smallest in population, will benefit under this act.

The act changes the present method of appor-
tioning the counties' money derived from the original
2-cent gas tax by providing that no county shall
receive less than .$20,000 annually. Based on present
returns, the counties which are to be benefited by
this act are Alpine, Amador, Calaveras, Del Norte,
El Dorado, Inyo, Lake, Mariposa, Modoc, Mono,
Nevada, Plumas, Sierra, Trinity and Tuolumne.

SPECIAL LEGISLATIVE STUDIES

The legislature by resolutions provided for several
special studies by legislative committees of problems

relating to liigluvay and street matters. These are
as follows :

STREET IMPROVEMENT LAWS

Assembly Concurrent Resolution No. 23, Chapter
52, Assemblymen Woolwine and Jespersen.

This resolution provides for the creation of a joint
committee of the Senate and Assembly to study street
improvement laws of the State of California and
make recommendations concerning changes in exist-
ing laws.

BILL BOARD INVESTIGATION

Assembly Concurrent Resolution No. 27, Chapter
69, Assemblymen Ingels and Scofield.

This resolution provides for the appointment of a
legislative committee to investigate the possibility of
regulating and restricting advertising signs, bill
boards, hot dog stands and unsightly structures by
law, and to make recommendations in such behalf to
the next legislature.

JOINT HIGHWAY DISTRICT ACT REVISION

Assembly Concurrent Resolution No. 41, Chapter 73,
Assemblyman Luttrell.

This resolution provides for the creation of a joint
committee of the Senate and Assembly to study joint
highway district laws of the State of California, and
to make recommendations concerning changes in exist-
ing laws to the next legislature.

THE TIMID STENOG

"Now, Miss Blogg," boomed Jasper M. Whurtle,
president of the Whurtle Whirlwind Laundry Co.,
to his new stenographer, "I want you to understand
that when I dictate a letter I want it written as dic-
tated, and not the way you think it should be. Under-
stand?"

"Yes, sir," said Miss Blogg meekly.

"I fired three stenogs for revising my letters, see?"

"Yes, sir."

"All right — take a letter."

The next morning, Mr. O. J. Squizz, of the Squizz
Flexible Soap Company, received the following :

"Mr. O. K. or A. or J. something, look it tip, Squizz,

President of the Squizz what a name Flexible Soap
Co., the gyps,

Detroit, that's in Michigan, isn't it?

Dear Mr. Quizz, hmmm :

You're a h — of a business man. No, start over.
He's a crook, but I can't insult him or the biim'll
sue me. The last shipment of soap you sent us was
of inferior quality and I want you to understand, no
scratch out I want you to understand. Ah, unless you
can ship, furnish, ship, no furnish us with your reg-
ular soap you needn't ship us no more period or
whatever the grammar is and please pull down your
skirt. This d — cigar is out again pardon me and
furthermore where was I? Nice bob you have.

Paragraph. The soap you sent us wasn't fit to
wash the dishes no make that dog with comma, let
alone the laundry comma and we're sending it back
period. Yours truly. Read that over, no never
mind, I won't waste any moi-e time on that egg. I'll
look at the carbon tomorrow. Sign my name. We
must go out to lunch soon, eh?" — Judge.

NEW MEXICO — Discovering that approximately
1800 standard marker signs had been destroyed in the
year 1928 the state highway department has embarked
on an educational campaign to combat this vandalism.

30

CALIFORXIA HIGHWAYS AND PUBLIC WORKS

PERILS OF THE DESERT ARE

CONQUERED BY STATE

HIGHWAYS

(Continued from page 2.)

nO() feet in height was scarcely perceptible. Accord-
ingly, the new road was built on sand fills made level
with the top of the thirty-foot dunes. In order to
keep the high sand fills of the new road from blowing
away these fills were oiled. The road was also located
to avoid the high, slow-moving dunes.

Great as is this improvement, other betterments are
planned for the next two years that will complete this
work of civilizing the desert. Thus .$234,000 is to be
spent from the state line at Yuma westerly in grad-
ing and paving five miles to the Indian reservation.
This is now the worst iwrtion of the highway. Nine
miles from El Centre to Holtville also are to be
paved during this same period, the allotment for this
work in the budget being $482,000. During the pre-
sent biennium an underpass is being constructed at
Araz on this highway, to which the state contributed
$25,000.

Route No. 26 of the state highway system extends
from San Bernardino to El Centro and most of its 151
miles crosses the desert. On this road also the sands
of the desert are yielding to the magic of the engineer.
Allotments for this highway from the 1927-1929
budget, which have either been expended or are now
in process of expenditure, total $1,117,000. For the
1929-1931 biennium the allotment totals $1,326,600.

On June 30, next, when the present biennium
closes, 140 miles of this road will be paved and 11
miles will have an oil-mix surface. Improvements pro-
grammed for the 1929-1931 biennium include 10.5
miles of pavement, 31.9 miles of widening and thicken-
ing of existing pavement, culverts and grading of
adequate shoulders to the extent of 7.2 miles and
protection of approximately 20 miles of this high-
way from the effects of cloudbursts.

WHAT STATISTICS SHOW

Travel statistics again demonstrate how completely
this road has robbed the desert of its terror. Traffic
count on .January 13, last, reveals the following
travel: South of San Bernardino, 4864; west of
Redlands, 5571 ; Beaumont, junction with .Jack Rabbit
Trail, .3657; south of Coachella, 1449; Westmoreland,
2620; Brawley Junction, ,3.340; El Centro. 5034.

Mecca to Blythe, state highway Route 64, is another
road that has entirely changed the travel aspect of
the country it traverses. This road was made a part
of the highway system in 1919. but like other desert
roads the first substantial improvements to be made
on it were those authorize<l in the <*urrent budget.

The failure to make any substantial improvement
on this until the present highway administration came
into power is reflected in its low-travel <'ount.

By no means least in its importance is the work
being done upon the route that connects southern
California and Boulder Canyon.

In order that .southern California may reap the full
advantage of the many million dollars that will be
expended in the construction of lioulder Dam the Cali-
fornia Highway Commission and B. B. Meek, Direc-
tor of the Department of Public Works, have given
orders for "full speed ahead" in the improvement of
the highway that connects southern California with
this monumental project.

Officially, the road connecting Boulder Dam and
southern California is Route No. 31 of the state highway
system, with its termini di'signated as San liernar-
dino to the Nevada line near Jean. Popularly, the
road is known jis the Arrowhi'ad Trail. It <-onneets
the California highway system with the Nevada state
highway system leading to Las Vegas, which in turn
extends to Boulder Canyon.

ALLOTMENTS MADE

The allotments made by the California Highway
Commission to this highway in the biennial budgets of
1927-1929 and 1929-1931 total $1,180,000. And it
may be that increased revenues and savings will make
possible additional supplementary allocations during
the latter biennium to this and to other desert high-
ways of southern California.

For the biennium which begins July 1. allotments
to this San Bernardino-Nevada state line highway
total $768,000. The budget provides for grading
and surfacing with oiled rock 22.3 miles of the high-
way. It also provides for major alignment improve-
ment on 6.5 miles and for rebuilding two bridges. j

The type of permanent improvement adopted for 'I
surfacing the road is that of oil-treated crushed gravel
or stone, now becoming known as "California type
pavement." The work under way and that author-
ized for the next two years constitute the first real
improvement of major character imdertaken by the
state on this highway since it was included in the
state system. The completion of this program will
leave 60 of the 188 miles of this road unimproved.
The state, however, plans that the unimproved sec-
tions of the road shall be put in a condition to satis-
factorily serve travel pending its more permanent
improvement. For the unimproved sections the
natural surface will be oiled to lay the dust. Certain
sections where the surface is rough because of rocks
will be treated with selected gravel. Dragging will
enable a smoother surface to be obtained over all
of the unimproved mileage. This work will be carried
on under the general allotment for maintenance made
to this highway.

RESIGNS POSITION

Harold T. Avery, office engineer for district five at
San liuis Obispo, has resigned to accept the position
of director of application with the Marchant Calcu-
lating Machine Company of Oakland, which company
recently secured his patent rights to a calculating
machine imi)roveinent. Mr. Avery has been connected
with the Highway Commission for the past 16 years
except during the period of the war at which time he
was in the service as captain with the Engineer Corps.

During the time of his connection with the Division
of Highways. Mr. Avery made many friends especially
among his coworkers in the district office. As a token
of friendship and with best wishes for his future
success Mr. Avery was presented with an elaborate
desk set bv his coworkers.

The stout old lady was struggling valiantly, but
against odds of some 200 pounds, to mount the high
step of the waiting bus. "Come along, ma." urged
the conductor. "If they had given you more yeast
when you was a gal. you'd be able to rise better."
"Yes. young man." she retorted, as at last she hoisted
herself up triumphantly, "and if they had given you
a bit more yeast, you'd be better bred."

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

31

TYPICAL ROAD SECTIONS

(Continuod froin page 8.)

Since on the raili'oad side no development
of property is possible, sidewalk space has
been omitted, and only snfficient space
between the ultimate curb line and the right
of way line is provided to place trees and
poles. On the oj^posite side away from the
railroad right of way, the same space is pro-
vided as on the typical section for the 100-
foot width of right of way.

The fifth typical section shows a plan for
developing the state highway to an ultimate
56-foot width for through traffic, and by use
of setback lines to provide for the later con-
struction of side roads or local service lanes as
the abutting property develops.

This plan shows two half -width sections ;
one for an ultimate 160-foot right of way, the
other for an ultimate 170-foot right of w^ay.
The difference between the two being in the
width of the side road or local service lane,
which on the 160-foot right of way is 30 feet
in width, consisting of two 10-foot driving
lanes, and one 8-foot parallel parking lane,
and on the 170-foot right of way of a 35-foot
side road or local service lane, consisting of
two 10-foot driving lanes, and one 15-foot
diagonal parking lane.

The ultimate development as shown pro-
vides a 56-foot width for through traffic,
designed on the basis of four 10-foot driving
lanes, and two 8-foot parallel parking lanes,
with the local service lanes, previously
described, separated from this through traffic
road by parking strips 12 feet in width on
Avhich trees and light standards may be
placed. It is to be noted that trees which
may have been planted during the first con-
struction, will remain undisturbed in the pro-
gressive development to the ultimate construc-
tion. This section may be considered the mini-
mum development in territory which may be
improved and become a business district.

The sixth typical section shows a plan for
developing state highways to an ultimate 76-
foot width. This is accomplished by estab-
lishing 50-foot setback lines from the original
100-foot right of way. This width will pro-
vide, in the future when abutting property
develops into a business district, for a 76-foot
road for through traffic, consisting of six 10-
foot driving lanes and two 8-foot parallel
parking lanes and local service roads on each
side, 35 feet in width, consisting each of two
10-foot driving lanes and one 15-foot diagonal
parking lane. These local service roads are
separated from the through road, as in the
previous section, by 12-foot parking strips.

This last section may be consideerd the
nuiximum deevk)pment and probably will
ai)])ly only to a small mileage of the state
liighway system.

The various features outside of the road-
way section surfacing or pavement, such as
the various public utility facilities, pole lines,
trees, etc., are placed upon the right of way
under permits issued by the Division of High-
ways. These typical sections indicate the
definite location for these various features
and will provide that their installation under
permit in the future will insure not only suf-
ficient room for the development of our proper
roadbed section, but will also obviate the
necessity for their removal whenever widening
or improvement of the road is undertaken.

The adoption of these definite sections per-
mits the carrying out of a well formed policy
relative to stage construction of the highway
in an orderly, economical, progressive develop-
ment keeping pace with the traffic require-
ments and leading to the ultimate develop-
ment therein illustrated.

FIGURE THIS OUT

A statistician has been defined as one who knows
less and less about more and more until finally he
comes to know everything about nothing. Bearing
this out please nt)te below the labor of one of the
office statisticians :

Days

In one year 365

If .vou sleep S hours a day that makes 122

That leaves 243

If .vou rest 8 hours a day that makes 122

That leaves 121

There are 52 Sundays 52

That leaves -- 69

If you have i day Saturdays 28

That leaves 41

If you have 1^ hours lunch 26

That leaves 15

Two weeks' vacation 14

That leaves 1

And this is Labor Day, no one works. You don't
have to work after all.

Perfectly simple, isn't it?

ALBERTA — On the provincial road system, 1140
miles has been brought to grade and provided with
culverts. 827 miles given one or two courses of gravel,
and 41 miles given clay, shale or other surfacing.
Grading has averaged 38 per cent of the cost, sur-
facing 39 per cent, miscellaneous 10.5 per cent, and
drainage 12.5 per cent.

32

f'ALIFORXIA HIGHWAYS AND PUBLIC WORKS

FREEING MOUNTAIN
ROADS OF SNOW

UPPER PICTURE, AHEAD
OF THE PLOW; CENTER
PICTURE, BEHIND THE
PLOW; LOWER PIC-
TURE, CLOSE-UP OF
EQUIPMENT.

Progress Reports

From the Counties

ALAMEDA COUNTY

The construction of moi-e than 3 miles of laminated
guard rail on the Dublin Canyon Road between Dublin
and Hayward, by Contractor Lee J. Immel of Berkeley,
has been completed and the need of same was proven
before completion by the fact that several automobiles
crashed through the guard rail before the contractor
left the job.

The widening of the section of the Oakland-San Jose
road between Hayward and Niles is contemplated in
the near future, and advertisements for same are
expected immediately.

COLUSA COUNTY

The plans and estimates for constructing 15.6 miles
of highway from Abbott Mine, Lake County, to Salt
Creek Canyon, part of the Ukiah-Tahoe Highway,
have been completed, and provide for a 24-foot road-
bed. The work will be done by convict labor forces
continuing the work done in Lake County by the same
labor forces.

CONTRA COSTA COUNTY

The construction of the Martinez Road through
Pinole and Hercules is nearing completion. In con-
junction with the other work lately completed on this
road, this essential link will be much appreciated by
the traveling public on this, the second heaviest
traveled road in northern California, as the former
crooked and narrow road through these two towns
has long been an inferior section.

DEL NORTE COUNTY

Parker Schram Company have completed the erec-
tion of the steel and are placing the concrete deck on
the bridge over (Smith River, approximately nine miles
east of Crescent City. As soon as this bridge work is
completed, it will open up to the traveling public
approximately se\en miles of new highway which has
very little use at present.

It is expected that the Holdener Construction Com-
pany will reopen their oil surfacing work on their
contract between Smith River and the state line by the
midiJle of May.

The Webber Construction Company were recently
awarded the contract for placing crushed rock surfac-
ing and stock piling macadam rock for that portion
of the highway between Elk Valley and the new Smith
River Bridge being built by Parker Schram Company.
It is expected that work will start on this surfacing
approximately the first of May.

J. E. Johnston, who has the contract for grading and
surfacing between the Klamath River and Wilson
Creek, has again resumed operations after the winter
shut-down and expects to have the new road open to
public travel before the heavy touring season.

Mr. Johnston also has the contract for grading and
surfacing between the Humboldt-Del Norte County line
and the Head of Richardson Creek, .3.5 miles northerly.
The work was practically complete, but owing to
numerous slides during the winter, there is consider-
able excavation and fini.shing work necessary before
the entire job will be complete. Traffic, however, is
being carried over the new work and being handled
very much easier than when it was carried over the
old county road.

The Weber Construction Company has also been
awarded the contract for furnishing rock and surfac-
ing that portion of the highway between the Head of
Richardson Creek and Klamath River, approximately
2.1 miles. Mr. Weber expects to set up his crushing

CALIFOltNlA HIGHWAYS AND I'UBLIG WOIiK.S

33

outfit near the Head of Richanlson Creek at the
soutlierly end of the contract.

EL DORADO COUNTY

Grading of 5.1 mils of the Lincoln Highway along
the south shore of Lake Tahoe (Mays Station to the
Nevada State line) has begun. This project will
greatly favor the rapidly growing resort and summer
home districts in this vicinity, and will also invite
more of the central Calfornia-Reno traflfic to use this
scenic route. The road will be 36 feet wide with no
sharp curves nor steep grades. L. W. Hesse has con-
tracted with the state to do this work.

FRESNO COUNTY

The bridge over the San Joaquin River at Herndon
has been completed and main line traffic is now
relieved of two railroad grade crossings and a narrow
bridge.

A convict camp for road work is being established
in the Kings River Canyon by Superintendent D. M.
Lee.

Tieslau Bros., were low bidders on the oil mixed
surface job from Coalinga west on the Sierra-to-the-
Sea Highway.

GLENN COUNTY

The grade widening of 5 nailes of roadway from
Logandale to Willows is nearly complete, and the work
of graveling has begun by E. C. Coates, contractor.
This 12-inch gravel subbase is the second step of
reconstructing this highway for an ultimate 40-foot
concrete pavement, and the elimination of the present
pavement failures due to the high water table and
adobe soil.

HUMBOLDT COUNTY

The Webber Construction Company is awarded the
contracts for furnishing and stock piling macadam
rock for 15 miles of highway between Orick and the
northerly boundary of Humboldt County. Mr. Webber
states that he expects very shortly to set up his plant
approximately three miles north of Orick.

W. C. Elsemore was low bidder on the contract for
furni-shing, crushing and stock piling macadam rock
for the 6.3 miles between Mill Creek and Little River.
It is expected that operations on this contract will start
in the very near future.

Ellison & Smith, Contractors, were awarded the con-
tract for grading and surfacing 0.9 mile of state high-
way between Mad River and Mill Creek. Ellison &
Smith are moving onto the job and expect to immedi-
ately start excavation.

The Butte Construction Company have started break-
ing ground for the construction of the new bridge
over Mad River. The new bridge is to have a total
length of 700 feet and will have two 150-foot steel
truss spans over the main stream.

Kennedy and Bayles have just been awarded the con-
tract for the construction of the highway between
Areata and Mad River. They state that they expect
to begin work immediatetly and equipment will be
on the ground in the near future.

The state force work on the small line change in the
vicinity of Little River is practically two-thirds com-
plete. This line change will straighten out a bad
curve in the road and will be a decided improvement
at this intersection with the county road leading to
Crannell.

Through the town of Wildwood, immediately north
of Scotia, the highway is being regraded to a 100-foot
width for approximately 500 feet through the portion
of the business district. This work is practically com-
pleted.

INYO COUNTY

The (Southwest Paving Company has completed
its contract for grading and surfacing with oil
treated, crushed gravel or stone, between Olancha and
Cottonwood Creek, 9.3 miles in length. The work
on this contract extended from October 12, 1928, to
May 7, 1929. With the completion of this project
another unit of desert, sandy road with expensive
maintenance costs has been eliminated. V. E. Pear-
son was resident engineer in charge of this work for
the state.

Between Cottonwood Creek and Diaz Lake, G. W.
Ellis has a contract for grading and surfacing 10.3
miles of state highway. The work is progressing
satisfactorily, being about 50 per cent completed.
H. M. Hansen is the resident engineer in charge of
this work for the state.

Oiling of portions of the state highway were neces-
sary— is being done by state forces.

Surveys are complete and plans in progress for
proposed construction between Coso Junction and
Olancha.

KERN COUNTY

The Valley Paving Company have completed their
contract for an asphaltic concrete surface between
Famosa and Wasco on the Cholame Lateral.

Force, Currigan & McLeod are making rapid progress
on their contract for grading and surfacing on Route
57, fom Bakersfield to the mouth of the Kern River
Canyon.

C. W. Hartman is placing rock base under his con-
tract for grading and rock surfacing east of Maricopa
on Route 57.

Between Mojave and 7 miles south of Cinco, a con-
tract for grading a 36-foot roadbed and surfacing with
oil treated, crushed gravel or stone is progressing very
satisfactorily. The work is being done by Bartlett
and Mathews.

S. C. Risley in resident engineer in charge of the
work for the state.

A contract has been awarded the Southwest Pav-
ing Company for grading and surfacing 7.3 miles of
the state highway between 7 miles south of Cinco and
Cinco. The contractor has forces and equipment well
organized and the work is progressing satisfactorily.
Walter Mathews is the resident engineer on this
project.

G. W. Ellis, contractor, is working on his contract
for grading and surfacing between 7 miles north of
Ricardo and Freeman. The work is progressing satis-
factorily. E. W. Sharp is in charge of the work for
the state.

Bartlett and Mathews, Hagey and Black have been
awarded the contract for grading and surfacing 13.5
miles of state highway between Freeman and tlie
northerly county boundary. The approval of this con-
tract by the attorney is pending. Oiling of portions
of the state highway were necessary — is being done
by state forces. Surveys have been completed between
Cmco and 5 miles north of Ricardo and plans are
being prepared for the proposed construction.

LAKE COUNTY

The grading of the Ukiah-Tahoe road between Clear
Lake Oaks and Sweet Hollow Summit has been com-
pleted by convict labor forces. From the Summit
to Abbot Mine the 20-foot graded roadbed is being
widened to 24 feet.

Hemstreet and Bell have recently contracted to place
a 20-foot crushed rock and oil mix surface from High
Valley Creek to Abbott Mine, about 15.6 miles

MADERA COUNTY

Hanrahan Company Contractors, have completed
their contracts for resurfacing and paving at Berenda
and Herndon.

34

CALIFORy/A HIGHWAYS AXD PUBLIC WORKS

MARIN COUNTY

This scenic bav county is coming into its own. A
million dollars worth of road work is under way and
more is to come.

Granfleld. Farrar & Carlin, San Francisco Con-
tractors, are doing three pieces of road work ; the
construction of a 30-foot bituminous macadam on the
3 miles between San Rafael and San Quentin ; a
similar job on the 0.6-mile connection on the Alto
Tiburon Road between the old Sausalito Road and the
new location of same ; and the grading of the 5i-mile
stretch connecting the two other jobs and on the afore-
mentioned new location. The coordinating of these
three jobs is noteworthy, in that the grading on the
first two jobs finished just as the third and connecting
job was awarded, and four steam and gas shovels were
available and were put on the job of excavating the
423.000 cu. yds. of material involved, without any
loss of time. Also, the contractor was low bidder by
a margin of less than $800 on the total price of
$293,447.35. This later section is to be surfaced with
a 30-foot bituminous macadam pavement as soon as
the grading is completed.

A 3J-mile stretch between Alto and Sausalito was
recently surfaced with asphalt concrete by the Holly-
wood Paving Co. and is a very fine piece of road.

Considerable county work is also under way.

MARIPOSA COUNTY

Lust oiling and oil mixing work on the Yosemite
All-Year-Highway is being pushed and it is expected
to have the road in first-cla.ss condition by the first

^.f T . , 1 -. •

of July.

MENDOCINO COUNTY

With the coming of the summer weather, it is
expected that the recently advertised contract for the
construction of wooden bridges and of several line
changes on the McDonald-to-the-Sea Road, between
Bnonville and Navarro will be awarded and work
started immediately to allow of completion before the
winter rains, which, as those who are familiar with
this section knov\% start about October and Continue,
in capital letters, for some time and in such a way as
to prohibit any road work for said time. The improve-
ment of this highway is very desirable as it opens up
to the public one of the finest vacation lands in the
state, and also brings many of our oldest settlers
closer to the heart of the state.

The state force work of widening the present narrow
roadway approximatetly five miles north of Lane's Red-
wood Flat, is well advanced and the widened roadway
will be of great benefit to the traveling public during
the coming summer. It is expected that this work
will be shut down during the heavy touring season.

MERCED COUNTY

.'Shoulders on Route IS, east of Merced, are being
widened by day-labor forces and placing of rock
shoulders will start at once.

MONO COUNTY

D. C. Follis is the contractor for the construction of
about 1.5 miles of grading at Hilton Creek. The work
was slow in getting under way, but is now progress-
ing satisfactorily. T. T. Black is resident engineer
in charge of the work for the state.

MONTEREY COUNTY

Plans have been completed for an extensive line
change, south of the Salinas River Bridge at San
Ardo. Realignment 0.6 of a mile in length will

eliminate a blind 300 feet radius curve on practically
a right angle turn and on a 6 per cent grade.

Between Greenfield and King City two line changes
approximately 0.2 and 0.5 miles in length are now
under construction. The work consisting of a graded
roadbed 30 feet in width with 20 feet by 6 inches
waterbound macadam surfacing. Work is being done
under contract with Granite Construction Company.
Three bad curves where numerous accidents have
occurred are eliminated by this contract.

Between Salinas and Chualar plans have been pre-
pared for an overhead crossing over the Southern
Pacific Railroad, at a point locally known as Spence
Crossing. The plans prepared involve realignment for
a distance of 0.6 miles with an overhead bridge
approximately 1000 feet in length.

On the Carmel-San Simeon Highway construction
work is in progress both north and south of the Little
Sur River and between Salmon Creek and Villa Creek,
the work bemg carried on by the use of state convict
labor. A crew of approximately SO men and two
power shovels are working in the vicinity of the Little
Sur River and 180 men and two power shovels are
building north from Salmon Creek.

In the vicinity of the Carmel Highlands surveys
have been completed. Preliminary investigations and
studies are now being made to determine possible
relocations of the highway in this vicinity.

Between San Ardo and San Lucas the construction
of a line change 0.4 miles in length consisting of a
graded roadbed 30 feet in width and surfaced with
20 feet by 6 inches waterbound macadam, was recently
completed by W. A. Dontanville as Contractor.

This realignment eliminated a bad curve, the cause
of several accidents.

Plans are now in progress for the complete recon-
struction of the Coast Highway between Salinas and
Chualar.

NAPA COUNTY

The improvement of the highway between Napa and
the easterly county border is contemplated immedi-
ately, bids to be taken to widen the existing road from
Napa to Greenwood Corner with oil treated crushed
gravel or stone borders ; and also bids to construct
a bituminous macadam surface from Greenwood Cor-
ner to the easterly boundary.

NEVADA COUNTY

Grading for a state highwav has been resumed
between Indian -Springs and Soda Springs near the
summit of the Colfax-Truckee road. Travel is being
maintained through the construction with very little
inconvenience.

C. R. Adams was awarded the contract for grading
and surfacing 11.7 miles between Nevada City and
Washington Road, and this work is well under way.
This section, consistent with the rest of the Ukiah-
Tahoe Highway, will consist of a 2 4-foot roadbed. An
oil mixed crushed rock surface, 20 feet wide, is to be
placed by the terms of the contract.

PLACER COUNTY

Overhead crossings of the Southern Pacific Railroad
at Bowman and Weimar on the Auburn-Colfax road
have been completed. At Bowman two new concrete
spans replace the old unsightly timber structures and
greatly improve the former alignment. At Weimar a
hazardous grade crossing is eliminated. All three
structures were built by the Butte Construction Com-
pany, and have 24-foot roadways with 5-foot side-
walks on one side.

Fredrickson-Watson Construction Company & Fred-
rickson Brothers are rapidly completing the approaches
to these structures and it is expected they will be com-
pleted the latter part of June.

SACRAMENTO COUNTY

Fredrickson-Watson Construction Company & Fred-
rickson Brothers were awarded the construction of

CMJFOh'X/A IIKII/WAYS .l.\7> J'l l!JJ(J WOliKS

S.7 miles of Portland cernent concrete pavement on the
Saeramento-Roseville road between Ben Ali and Sylvan
School. This work will involve considerable tratlie
control as this road t'arries a major portion of norlhei'n
California travel, and particularly on account of tlu'
Western States Exposition to be held at Sacramento
in September. Althoufih several county roads, which
are in fair condition, are available for detours, the
contractor is required to construct the roatl in several
luiits so the inconvenience to traffli' will be a mininuim.

SAN BENITO COUNTY

I'reliminar.N- surveys for an improved road connect-
ing- Hollisler and I'innacles National Forest by way of
Faicines are nearl.\- complete and plans for construc-
tion are now being i)repared in the district office.
This work is being carried on to coojierate with the
board of supervisors of San Benito County.

On the Coast Hig-hway, north of San Juan, a non-
skid surface is now being placed. South of San Juan
and over the San Juan g-rade the traffic stripe is
being renewed. Work being- done by the district
maintenance.

SAN LUIS OBISPO COUNTY

On the Coast Highway between Arroyo Grande
and Pismo the construction of 3.3 miles of grading
and paving has recently been started by the Cornwall
Construction Company.

Extending from Pismo to San Luis Obispo on the
Coast Highway, the construction of a project 10.8
miles in length including grading and paving was
recently completed in a satisfactory manner by J. F.
Knapp, Contractor.

This project involved considerable realignment and
resulted in a highly improved roadway connecting San
Luis Obispo and the beach.

North from the city limits of San Luis Obispo the
highway is to be realigned for one mile and graded
to a roadbed width of 36 feet and surfaced with water-
bound macadam 20 feet by (5 inches in width with an
oil treated surface. Contract for this construction was
recently awarded to the Ariss-Knapp Construction
Company.

At Santa Margarita, survey and plans have been
completed for reconstruction on a line change at the
north end of the town. The proiiosed construction
will eliminate a sharp curve on which is located a
narrow concrete bridge of early design. The pro-
posed work will include the construction of a new
bridge with a change in the existing creek channel.

Surveys and plans are in progress for the recon-
struction of the Coast Plighway over a distance of
10.2 miles, between Atascadero and Paso Robles. The
work contemplated consists of widening the existing
roadbed to an overall width of 36 feet, and the paving
reconstructed to a width of 20 feet. Changes in align-
ment will eliminate several dangerous curves.

On the Cholame Lateral, from a point 1.7 miles
west of Shandon to the San Luis Obispo-Kern County
Line, a distance of 15.4 miles, the existing highway
is now being regraded to a roadbed width of 24 feet
and surfaced with liituminous macadam 20 feet in
width. The construction is being carried on under
contract with A. Teichert and Son.

On the Carmel-San Sii-neon Highway two wooden
bridges are now under construction, one 266 feet long
across the Arroyo la Cruz Creek and one 171 feet long
across the San Carpojo Creek. These bridges are
being built by Chas. and F. W. Steffgen under the
supervision of the Bridge Department.

The approaches to both the above bridges involv-
ing the grading and surfacing of approximately one
mile of roadway, on realignment, is being handled
under contract with W. J. Taylor.

Construction of the new equipment shops and stor-
age sheds in San Luis Obispo is progressing under
contract with W. J. Smith.

South of San Luis Obispo a reinforced concrete
bridge 266 feet in length over the San Luis Creek
was recently completed liy Chas. and F. W. Steffgen
as Contractors. The completion of this bridge opens
to traffic the entire project between San Luis Obispo
and Pismo.

South of Santa Margarita plans are in progress
covering extensive realignment and grade changes
extending north from the foot of Cuesta Grade 1.9
iniles.

SAN MATEO COUNTY

H. W. Ilohl's contract on the Bayshore Highway
between San Francisco and South San Francisco is
assuming a shape where the l)igness of the work is
plainly seen. A long concrete under pass to accommo-
date a railroad spur and a double 8-foot by 9-foot
concrete box in piles and heavy concrete mat floor,
also a heav.v rubble masonry wall have been com-
pleted. The heavy cut through Visitation Point
till across Guadalupe Canal and much of the Sierra
Point Cut with a maximum centerline cut of 84
feet, stand out as massive sections of a stupend-
ous project. Costing close to a million dollars, and
standing as its does, the throat of the main business
artery out of San Francisco, this road may well be
said "to control much of the life of that great city.
Progress on the work has been good and it can be
seen that by the time the city of San Francisco has
finished its portion of the work to the city limits,
this work will be ready to take its share of the rapidly
increasing traffic.

This work has been carried on with little incon-
venience to traffic, as it does not use much of the old
road, and where it does, great care has been taken. In
one place a wooden structure being built to carry
operations over the traveled road. The public have
coordinated with the contractor and state to a marked
degree on this work, accepting it as their own and
treating it as such.

SANTA BARBARA COUNTY

On the Coast Highway between Benham and Car-
pinteria a line change over the Rincon Hill is under
construction, which involves the grading of a roadbed
46 feet wide, to be paved with concrete 30 feet in
width. This work is being carried on under contract
with McCray Company.

Included in the above line change a steel and con-
crete overhead bridge 57 0 feet in length is being con-
structed over the main line tracks of the Southern
Pacific Railroad. A reinforced concrete arch culvert
20 feet by 17 feet 5 inches of special design is being
constructed at the Rincon Creek. The two structures
are being built under contract with Paul M. White
and are being handled under the supervision of the
Bridge Department.

South of Montecito 0.3 miles of construction is
under way involving the grading of a roadbed 46 feet
in width to be paved with concrete 30 feet wide. The
work is being carried out under contract with the
Cornwall Construction Company. .cor

Between Goleta and Naples, for a distance of .j.5
miles, construction is in progress involving the grading
of a roadbed 36 feet in width, to be paved with second
story asphalt concrete 20 feet in width. This work
is being carried on under contract with San Hunter.
In the Gaviota Canyon between Las Cruces and
Gaviota, surveys for an extensive realignment of the
existing highway have been completed and plans
for construction are now in progre.ss in the district
office.

SAN MATEO, SANTA CLARA AND SANTA
CRUZ COUNTIES

The Skyline Boulevard between La Honda Road
and Saratoga is nearly complete, grading is done
except davlighting some fine observation points and
some slope trimming. The placing of crushed rock
surface is nearly completed.

It is planned to place an armor coat of oil and
screenings before opening it to traffic and this work
is to start soon.

SONOMA COUNTY

The 11 44 miles of second story concrete pavement
between Santa Rosa and Willow Brook, E. Paul Ford,
Assignee of H. H. Peterson, Contractor, is open to
traffic and needs on'y shoulder work to be completed.
This concrete has been placed in record time and in
highly satisfactory manner, and the entire job is a
fine section of one' of the scenic roads of the state, the
Redwood Highway.

3G

CALIFORXJA HIGHWAYS AXD PUBLIC WORKS

The cross road from the coast counties to the central
counties, the Black Point Cutoff, is being resurfaced
for 7.3 miles with bituminous macadam by Teichert
& Sons, Contractors of Sacramento. This will put the
entire road from the Redwood Highway to Napa
County line in fine shape, except for a mile of poor
alignment near Fairville, which section it is hoped to
relocate and reconstruct in the near future.

TULARE COUNTY

Day lal)or forces are constructing a masonry wall
at a dangerous point on Route 10 east of Lemon Cove.

Fred W. Nighbert has completed his contract for an
oil-mixed surface at tlie connection of the Sierra-to-
the-Sea Highway with the Generala Highway in
Sequoia National Park.

Record of B ids and A wards

BUTTE COUNTY — Between Oroville and Feather
River, grading and surfacing with untreated cruslied
gravel or stone, 4.1 miles. Dist. II, Rt. 21, Sec. B.
Paul J. Tvler, Oroville, $229,838 ; Guy F. Atkinson Co.,
San Francisco, $117,948.50; Utah Construction Co.,
San Francisco, $202,514 ; Finnell Co., Inc., Sacramento,
$200,284 : Arris-Knapp, Oakland, $167,073 ; Lord &
Bishop, Oroville, $254,331 ; A. J. & J. L. Fairbanks, Inc.,
South San Francisco, $212,809 ; Contoules Const. Co.,
San Francisco, $179,715; John F. Collins, Stockton,
$204,349; T. E. Connolly, San Francisco, $203,266; W.
H. Hauser, Oakland, $206,916. Contract awarded to
Arris-Knapp, Oakland, $167,073.

DEL NORTE COUNTY — Between head of Richard-
son Creek and Klamath River, furnishing rock. Dist.
I, Rt. 1, Sec. A. J. E. Johnston, $12,890. Contract
awarded to Webber Const. Co., $10,175.

DEL NORTE COUNTY — Between Elk Valley and
Smith River, 3.8 miles crushed gravel or stone surfac-
ing. Dist. I, Rt. 1, Sec. C. Smith Brothers, Eureka,
$21,340; Tieslau Bros.. Berkeley, $25,100. Contract
awarded to Webber Const. Co., Crescent City, $21,294.

DEL NORTE COUNTY — Bridge across Hardscrabble
Creek. Dist. I, Rt. 1, Sec. C. Parker-Schram Co.,
Portland, Oregon, $16,452 ; Webber Const. Co., Crescent
Citv, $15,112; Calvert & Schroder, Grants Pass,
$16,547 ; Smith Bros., Eureka, $16,425. Contract
awarded to Webber Const. Co., $15,112.

EL DORADO COUNTY- — Mays Station to Nevada
state line, grading 5.1 miles. Dist. Ill, Rt. 2, Sec. K.
L. W. Heese, Merced, $30,075; Finnell Co., Inc., Sacra-
mento. $34,254 ; Isbell Const Co., Carson City, .$38,162 ;
Tieslau Bros., Berkelev, $42,701; Charles Miles, Sacra-
mento. $38,369. Contract awarded to L. W. Heese,
$30,075.

FRIOSNO COUNTY — .From 3 miles ea.st of Parkfleld
Juiicliiin and Coalinga, 6.7 miles to be surfaced with
oil treated crushed gravel or stone. Dist. VI, Rt. 10,
Sec. C. W. J. Taylor, Palo Alto, $44,272 ; Montfort
& Amstrong, Sacramento, $45,613 ; Tieslau Bros.,
Berkeley, $41,158; Fred W. Nighbert, Bakersfield,
$45,698 ; Tiffany. MclRevnolds, Tiffany, San Jose,
$43,550. Contract awarded to Tieslau Bros., $41,158.

GLENN COUNTY — Between Logandale and Willows,
5 miles surfaced with pit run gravel. Dist. Ill, Rt.
7, Sec. A. E. C. Coats, Sacramento, $30,022.50 ; Han-
sen, Sutton & Griffin, Anaheim, $64,901 ; G. E. Finnell,
Sacramento, $39,4 71 : Pacific Const. Co., San ,Fi-an-
cisco, $41,943; Chittenden & Hein Bros., Napa and
Petaluma, $52,700; Hemstreet & Bell, Marysville,
$35,321 ; L. C. & W. E. Karstedt, San Jose, $30,243 ;
D. McDonald, Sacramento, $49,185; W. C. Collev,
Berkeley, $46,358; A. F. Giddings, Sacramento, $40,177;
Homer G. John.son, Rosel)urg, $63,798; J. F. Collins,
Stockton, $33,554 ; J. R. Reeves, Sacramento, $40,729 ;
Deyslier & La Fargue, San Anselmo, $49,669 ; Tiffany,
McRevnolils, Tiffany, San Jose, $33,113. Contract
awarded to E. C. Coat.s, $30,022.

HI^MBOLDT COUNTY — Between Mad River and
Mill Creek, 0.9 mile grading and surfacing witli cruslier
run l)ase. Dist. I, Rt. 1, Sec. I. Pvle & Hall, Eugene,
Oregon, $42,088; J. E. Johnston, Stockton, $46,868;
Tieslau Bro.s., Berkeley, $43,652; Pacific Const. Co.,
San Francisco, $53,067 ; Smith Bros. Co., Eureka,
$49,330; Mercor-Fraser Co., Eureka, $47,295; H. J.
Kennedy & Daniel Bayles, Oakland, $44,847 ; Engle-
hart Paving & Const. Co., Eureka, $41,802; W. H.
Hauser, Oakland, $57,223 ; Ellison & Smith, Fort Bragg,
$34,914 ; G. E. Finnell, Sacramento, $42,081 ; E. C.
Coats, Sacramento, $44,597. Contract awarded to
Ellison & Smith, Fort Bragg, $34,914.

HUMBOLDT COUNTY — Between Areata and 0.3
miles north of Mad River, 3 miles grading and sur-

facing with crusher run base. Dist. I, Rt. 1, Sec. I.
W. H. Hauser Co., Oakland, $95,385 ; G. E. Finnell,
Sacramento, $107,819 ; E. C. Hall, Eugene, Oregon,
$110,346; H. J. Kennedy & Daniel Bayles, Oakland,
$84,705; G. D. Contoules, San Francisco, $96,229; Guy
F. Pyle, Eugene, Oregon, $106,549 ; Geo. Mitchell Co.,
Huntington Park, $104,117; Tieslau Bros., Berkeley,
$113,787; E. C. Coats, Sacramento, $87,241; Larsen
Bros., Sonoma, $88,291; Mercer-Fraser Co., Eureka,
$119,352; R. L. Oakley Palo Alto, $119,825; Smith
Bros. Co., Eureka, $105,565. Contract awarded to H.
J. Kennedy and Daniel Bayles, Oakland, $84,705.

HUMBOLDT COUNTY — Between 1 mile south of
Orick and Russ Grove, producing and stockpiling
crushed gravel. Dist. I, Rt. 1, Sec. K. Englehart Pav-
ing & Const. Co., Eureka, $26,468 ; Harold Smith, St.
Helena, $24,835; Smith Bros., Eureka, $20,769; Wm.
C. Elesmore, Eureka, $24,922 ; Tieslau Bros., Berkeley,
$26,857. Contract awarded to Webber Const. Co.,
Crescent City, $20,560.

HUMBOLDT COUNTY — Between Russ Grove and
northerly county boundary, producing and stockpiling
crushed gravel. Dist. I, Rt. 1, Sec. K. Tieslau Bros.,
Berkeley, $26,295; Smith Bros. Co., Eureka, $19,440;
Webber Const. Co., Crescent City, $17,240; Harold
Smith, St. Helena, $21,230; Englehart Paving Co.,
Eureka, $22,194. Contract awarded to Webber Const.
Co., $17,240.

HUMBOLDT COUNTY — Between Mill Creek and
Little River, producing and stockpiliyg broken stone
and screenings. Dist. I, Rt. 1, Sec. 1. Harold Smith,
St. Helena, $20,885; Kern & Kibbie, Portland, $20,363;
Englehart Paving & Const., Eureka, $11,789. Contract
awarded to Wm. C. Elsemore, Eureka, $17,367.

HUMBOLDT COUNTY — Between Little River and
Trinidad, 4.3 miles surfacing with crushed gravel or
stone. Dist. I, Rt. 1, Sec. I. Chittenden & Hein Bros.,
Napa and Petaluma. $35,852. Contract awarded to
Kern & Kibbie, Portland, $27,780.

HUMBOLDT COUNTY — Between Loleta and Bea-
trice, 3.7 miles to be graded. Dist. I. Rt. 1, Sec. G.
Newport Construction, Portland, $83,381 ; W. H.
Hauser, Oakland, $86,650 ; Contoules Construction, San
Francisco. $100,100; G. E. Finnell, Sacramento, $98,247;
A. J. & J. L. Fairbanks. Inc., South San iFi-ancisco,
$108,561; E. C. Hall, Eugene, Oregon, $88,777; L. W.
Heese, Merced, $105,889 ; Smith Bros., Cq., Eureka,
$109,273; Mercer-Fraser Co., Eureka, $112,813. Con-
tract awarded to E. C. Coats, Sacramento, $83,114.

HUMBOLDT COUNTY — .Between Big Lagoon and
Orick, 3.3 miles to be surfaced with untreated crushed
gravel or stone. Dist. I. Rt. 1, Sec. J. Harold Smith,
St. Helena, $35,661. Contract awarded to Englehart
Paving & Const. Co., Eureka, $32,740.

HUMBOLDT COUNTY — Between 1 and 31 miles
north of Areata, 1 overhead crossing and 7 timber
bridges. Dist. I, Rt. 1, Sec. I. M. B. McGowan. San
Francisco, $67,564 ; Mercer-Fraiser Co.. Eureka, $56,257 ;
Butte Const. Co., San Francisco, $66,363; Fred J.
Maurer & Son, Eureka, $63,949; Smith Bros., Eureka,
$64,606. Contract awarded to Mercer-Fresar Co.,
$ 5 6 257

HUMBOLDT-DEL NORTE COUNTIES — Hauling
heated asphaltic road oil and fuel oil from state plant
at Trinidad to state maintenance yard at Crescent City.
Di.st. I, Rt. 1. John ^Veast, Redding, $15,295 ; A. G.
Raisch, San Francisco, $13,127; Deysher & La Fargue,
San Anselmo. $14,110; Hess Bros., Weott, Humboldt
Co., $11,144; Harry H. Howell, Areata, $14,000; Basalt
Rock Co., Inc., Napa. $10,740; R. L. Hansen and Wm.
Kern, Eureka, $14,829 ; E. H. Baker, Santa Rosa,
$10,091; Webber Con-st. Co.. Crescent City, $10,951.
Contract awarded to E. H. Baker.

KERN COUNTY — Between 7 miles south of Cinco
and Cinco, 7.3 miles to be graded and surfaced with
oil treated crushed gravel. Dist. IX, Rt. 23, Sec. B.
Bartlett & Mathews, Mojave, $76,014 ; iFi-ed W. Nigh-
bert, Bakersfield, $95,841. Contract awarded to South-
west Paving Co., Los Angeles, $74,532.

KERN COUNTY — Between Freeman and Northerly
boundary, 13.9 miles to be graded and surfaced with
oil treatetd crushed gravel. Dist. IX. Rt. 23, Sec. E.
Finnell Co., Inc., Sacramento, $217,923; George Herz
Co., San Bernardino, $149,986; Southwest Paving Co.,
Los An.geles. $147,212; G. W. Ellis, Glendale, $156,532.
Contract awarded to Bartlett & Mathews-Black &
Hagev, Moiave. $137,274.

L.\KE COUNTY — From High Valley Creek to Abbott
Mine, 15.fi miles to lie surfaced with oil treated
crushed gravel. Dist. Ill, Rt. 15, Sec. B.C. Larsen
Bros., Sonoma, $162,872; Tieslau Bros., Berkeley,
.$113,282; A. J. Grier, Oakland, $114,100; T. E. Con-
nolly, San Francisco. $118,011. Contract awarded to
Hemstreet & Bell, Marysville. $104,101.

L.VSSEN COITNTY^Between Doyle and Long Val-
ley Creek, 5.5 miles grading. Dist. II, Rt. 29, Sec. E.

CAJJFORMA JIIGHWAYS AND PUBLIC WORKS

37

Dovering & Co., Klamath Falls, Oregon, $57,954; J. F.
Collins, Stockton, $49,562 ; G. E. iFinnell, Sacramento,
$63,505; Tieslau Hros., Berkeley, $65,650 ; Charles Miles,
Sacramento, $49,747 ; Meyer Rosenberg San bYancisco,
$45,942; Dodge Bros., Inc., F'allon, Nevada. $46,890;
C. A. Bayles. Biggs. $68,747 ; T. B. Connolly, ,San d^'ran-
cisco, $74,590; Isbell Const. Co., Fresno, $49,373;
Arthur Jones, Nevvhall, $52,654 ; J. P. Brennan, $62,366.
Contract awarded to Meyer Rosenberg, San Francisco,
$45,942.

LASSEN COUNTY- — ^^Seven timber bridges across
Long Valley Creek and 4 timber cattle passes, near
Doyle. Dist. II, Rt. 29, Sec. E. Smith Bros., Eureka,
$38,132 ; A. W. Kitchen, San Francisco, $42,446 ; C. C.
Gildersleeve. Felton, $41,985; Bodenhamer Const. Co.,
San Diego, $39,668 ; Ben C. Gerwick, Inc., San Fran-
cisco, $44,220 ; Healy-Tibbitts Const. Co., San Fran-
cisco, $40,685 ; Lord & Bishop, Oroville, $39,500 ; E. B.
Skeels, Roseville, $43,865; R. B. McKenzie, $39,234;
E. M. McGuire, Davis, $45,598; J. A. Bryant, San Fran-
cisco, $46,470 ; H. C. Whitty, Sanger, $41,945 ; M. B.
McGowan, San 1^-ancisco, $44,040. Contract awarded
to F'. H. Nielson. Orland, $33,741.

LASSEN COUNTY — Near Doyle, undergrade cross-
ing under the Western Pacific R. R. tracks. Dist. II,
Rt '^9, Sec. E. F. H. Nielson, Orland, $22,929; Tieslau
Bros., Berkeley, $28,755: A. P. Brady, San Francisco,
$23 460: Stephenson Const. Co., San Francisco, $23,133;
E. B. Skeels, Roseville, $23,635; H. E. Whitty, .Sanger,
$24,077 ; The Adams Co., Angels Camp, $24,943 ; Healy-
Tibbitts Const. *Co., San Francisco, $22,252; Lord &
Bishop. Oroville, $22,098. Contract awarded to C. C.
Gildersleeve, Felton, $20,941.

M\RIN COUNTY — 4.6 miles to be graded between
San "Rafael and Alto. Dist. IV, Rt. 1, Sec. C. Ariss-
Knapp Co., Oakland, $315,171 : Guy iF. Atkinson Co.,
Vallev Springs, $380,241: Twohy Bros. & J. F. Shea
Co San Francisco, $301,768: Granfield-Farrar & Car-
lin' San Francisco, $293,447; George Mitchell Co.,
Huntington Park, $295,013: H. W. Rohl Co., Los
\ngeles. $294,237; Raggio & Sartoris, San FVancisco,
$30-^445; T. E. Connolly, San Francisco. $346,483;
Wren & Greenough, Portland, $305,709 ; Marsh Bros.
& Gardenier, Inc., San Fi-ancisco, $326,303 : Nevada
Const Co., Fallon, Nevada, $331,420. Contract awarded
to Granfield-Farrar & Carlin, $293,447.

MARIN COUNTY — Overhead crossing over the
Northwestern Pacific R. R. near Alto. Dist IV, Rt.
5-^ Sec \ Fredrickson Bros, and Fredrickson & Wat-
son Const. Co., Oakland. $45,880 : D. S. Clinton, San
Francisco, $51,308: McWilliams & Ritchey, Los
\ngeles, $47,238; The Adams Co., Angels Camp,
$40,984; Rocca & Caletti, San Rafael, $44,598: Leibert
& Trobock, San Francisco, $46,598: M. B. Gowan. San
rVancisco. $39,610; A. W. Kitchen, San Francisco,
$416-^0; Butte Const. Co., San Francisco. $44,426.
Contract awarded to Healy-Tibbitts Co., San Fran-
cisco, $37,705.

MENDOCINO COUNTY — Between McDonald and
Navarro, 1.6 miles to be graded and surfaced with
"screened gravel, also timber bridges. Dist. IV. Rt. 4 8,
Sec A.B & C. A. J. Grier, Oakland. $101,533: Tieslau
Bros Berkelev, $89,687 : Smith Bros., Eureka, $92,756 :
Healv-Tibbitts Const. Co.. $102,488: Marsh Bros. &
Gardenier, Inc., San Francisco, $114,913 : J. P. Hol-
land Inc., San Francisco, $133,883: Deysher & Laf-
argue, San Anselmo, $88,510: M. B. McGowan, San
Francisco, $87,554 : A. W. Kitchen, San Francisco,
$91,683: Charles R. Perkins. Fort Bragg, $88,209: T.
E Connollv, San Francisco, $90,798. Contract awarded
to T^'. C. Colley, Berkeley, $84,791.

AIONO COUNTY — At Hilton Creek, 1.6 miles grad-
ing Dist. IX, Rt. 23. Sec. C. G. E. Finnell. Sacra-
mento. $30,949. Tom Meagher, Calexico, $19,132; ^Vm.
C Collev. Berkelev, $20,982: S. H. Palmer & Co..
San Francisco. $30,866 : Lambert & Wood. Fresno,
SIS. 999. Contract awarded to D. C. Follis, Compton,
$14,089.

OR.\NGE COUNTY — At Irvine, 0.7 miles to be
graded and paved with Portland cement concrete. Dist.
VII Rt -^ Sec. B. C. G. "U'illis & Sons, Inc., Los
\ngeles. $70,229; Griflfith Co., Los Angeles, $87,181:
Sander Pearson. Santa Monica, $87,670; T^^ells &
Dressier, Santa Ana. $74,979; George Herz Co.. San
Bernardino, $91,086: T\"atson & Sutton, San Diego,
$96 383: B. "U*. Kahn Co., Los \ngeles. $90,178: C.
T. Malcom. San Simeon. $93,943 ; :McCray Co.. Los
Angeles $79,631 : Geo. Mitchell. Huntington Park,
S98 552: Martter ■& Bock. Los .\nseles. $79,228: Butter-
field Const. Co.. San Diego, $83,096. Contract awarded
to Steele Finley. Santa Ana, $66,822.

PLACER COUNTY — Between Auburn and Colfax,
13 8 miles to be surfaced with bituminous macadam.
Dist III, Rt. 37. Sec. A.B. Fredrickson & Watson,
O^ikinnd, $80,620: A. Teichert & Son, Sacramento.
$95,356 : E. B. Skeels. Roseville, $90,175 ; Heafey-

Moore Co., Oakland, $81,922 ; J. A. Casson & Lee, Hay-
ward, $81,550. C. W. Wood, Stockon, $74,270.

SACRAMENTO COUNTY — Between Ben AH and
Sylvan School, 8.7 miles grading and paving with
Portland cement concrete. Dist. Ill, Rt. 3, Sec. B.
Hanrahan Co., San Francisco, $344,570 ; E. Paul Ford,
San Diego, $327,434; C. W. Wood, Stockton, $329,030.
Contract awarded to iFredrickson & Watson, Oakland,
$323,686.

SACRAMENTO-EL DORADO COUNTIES— Between
F'olsom and Placerville, 28.3 miles to be widened with
oil treated rock borders. Dist. HI, Rt. 11, Sec. A.B.C.
Tiffany, McReynolds, Tiffanv, San Jose, $51,982; S.
M. McGaw, Stockton, $53,769 ; McGillivray Const. Co.,
Sacramento, $71,240; Fred W. Nighbert, Bakersfield,
$55,959. Contract awarded to W. H. Larson, Sacra-
mento, $46,208.

SAN BERNARDINO COUNTY — Between Alray and
Summit, 3.8 miles to be graded. Dist. VIII, Rt. 31,
Sec. B. Isbell Const. Co., Carson City, Nevada,
$183,072; George Pollock, Sacramento, $139,237; A. J.
& J. L. Fairbanks, San Francisco, $144,744; C. G.
Willis & Son, Los Angeles, $130,033 ; Nevada Contract-
ing Co., Fallon, Nevada, $170,885 ; J. M. De Luca, Oak-
land, $218,255; M. S. Ross, Los Angeles, $133,394;
Martter & Bock, Los Angeles, $128,452; Dimmitt &
Taylor, Los Angeles, $134,943 ; Schelling & Schelling,
Burbank, $139,650; Geo. Mitchell Co., Huntington
Park, $149,859; Twohy Brothers Co., & J. F. Shea
Co., San Francisco, $186,951 ; Sharp and Fellows Con-
tracting Co., Los Angeles, $172,389 ; John F. Collins,
Stockton, $161,684; Edson J. Davis, Venice, $132,285;
H. "W. Rohl Co., Los Angeles, $166,364; Wm. C. Horn
Co., Puente, $198,003; J. G. Donovan & Son, Los
Angeles, $142,065 ; Triangle Rock & Gravel Co., San
Bernardino, $127,896. Contract awarded to Gi.st &
Bell, Arcadia, $127,029.

SAN DIEGO COUNTY — Between La Posta Creek
and Miller Creek, 4.5 miles to be graded. Dist. VII,
Rt. 12, Sec. F. Isbell Const. Co., Carson City, Nevada,
$261,288; Nelson & Sloan, Chula Vista, $322,300; C.
G. Wnilis & Son, Inc., Los Angeles, $276,369 ; M. S.
Ross, Los Angeles, $338,548; McWilliams & Ritchey,
Los Angeles, $297,625 ; Geo. Mitchell Co., Huntington
Park, $289,731; Twohv Bros. & J. F. Shea Co., San
Francisco. $346,438; Sharp & Fellows Const. Co.,
Los Angeles, $400,439. Contract awarded to Nevada
Constructing Co., Fallon, Nevada, $233,658.

SANTA CLARA COUNTY — Between Sunnyvale and
Santa Clara, 4.6 miles to be graded and paved with
Portland cement concrete and asphalt concrete. Dist.
IV, Rt. 2, Sec. A. Hanrahan Co., San Francisco,
$224,244: Peninsula Paving Co., San Francisco,
$232,387 : John Jurkovich, Fresno, $238,075 ; Prentiss
Paving Co., San Jose, $237,801. Contract awarded to
N. M. Ball, Porterville, $221,053.

SHASTA COUNTY — Producing and stockpiling 3000
cu. yd. crushed gravel between Shotgun Creek and
northerly county boundary. Dist. II, Rt. 3, Sec. D.
Contract awarded to Haidlen Const. Co., Lamoine,
$10,800.

SISKIYOU COUNTY — Between Shasta River and
Gazelle, 7.7 miles to be graded and paved with Port-
land cement concrete. Dist. II. Rt. 3, Sec. B. Hanra-
han Co., San FrancLsco, $336,456 ; C. ^V. "Wood, Stock-
ton. $337,404: Dunn & Baker, Klamath Falls, Oregon,
$311, $57 : Fredrickson & T\"atson, Oakland, $310,436;
Kaiser Paving Co., Oakland, $328,147 : T. E. Connolly,
San Francisco, $358,727. Contract awarded to T. M.
Morgan Paving Co., Los Angeles, $298,650.

SONOMA COUNTY — Between Fairville and Vine-
burg Junction, 7.3 miles to be surfaced with bituminous
macadam. Dist. IV, Rt. 8. Sec. A.B. Heafev-Moore
Co., Oakland, $93,622. Contract awarded to A.
Teichert & Son, Sacramento, $82,316.

TRINITY AND SHASTA COUNTIES— Between
T\'eaverville and Tower House, 22.1 miles crushed
gravel or stone surfacing. Dist. II, Rt. 20, Sec. A.B.
Newport Const. Co.. Portland, Oregon, $94,545 ; Dey-
sher & La Fargue, San Anselmo, $89,595 ; Hemstreet &
Bell, Marysville, $74,250; Chas. N. Chittenden, Napa,
$85,057: H. G. Johnson, Roseburg, Oregon, $66,000;
T. E. Connolly. San Francisco. $96,294. Contract
awarded to A. Milne, Portland, $66,000.

TUOLUMNE COUNTY — Between Sonora and Sul-
livan Creek, 1.6 miles grading and oil treated surfacing.
Di.st. X, Rt. 13, Sec. C. Pacific Construction Co., San
Francisco, $50,711; A. J. Grier, Oakland, $56,340;
E. AI. Spencer & :M. J. Treaster, Sacramento, $49,846 •
John F. Collins, Stockton, $44,719; Tiffanv McRey-
nolds, Tiffany, San Jo.se, $46,805 : "Wm. "C Collev
Berkeley, $46,276: The Adams Co., Angels CamTj'
$45,610: R. N. Murdoch. Oakland, $52,931. Contract
awarded to Lilly-Willard & Biasotti, Stockton, $44,075.

STATE HIGHWAYS IN CALIFORNIA SHOWING THE PRIMARY AND SECOND-
ARY ROAD SYSTEMS AND THE DIVISION OF THE STATE UNDER THE
BREED BILL.

K mm [jfjKiai

67!(13 fi-29 5250

CALIFORNIA STATIC PKINTING OFFICE
SAflRA.MKXTO, 1923

rf0p6fty •?

le Public tibrflfi

^

Gifif oniia HiglniWs
and puuic Vof^s

Official Journal of the Division of Highways
JULY Departmcnr of Public "VorKs

AUGUST

State of California

1929

\

\ft^^

Table of Contents

Page

Cost of State Highway System to Average Motorist 1

Two Governors Join in Bridge Dedication 2

Iliouclii Bridge Dedication Scenes 3

Fire Engines for Field and Forest 5

Magnificent Highway Is Formally Opened 6

The Growth of the Highway 7

Building Safety Into Highways — By B. B. Meek, Director

of the Department of PuMic Works 9

San Fernando Pass, Historic and Forgotten — By Ben Blow,

Field Secretary, National Automohile Cluh 11

A "Routine" Report of Powder Explosion 13

Contracts Accepted 14

Governor Young AVarns Against Throwing Fire From ]\Iov-

ing Vehicles 14

A Worthwhile District Organization 15

Clippings, Letters and Comment 16

Special Highway Study Launched 19

A Tribute to the Highway Engineer 20

Road Improvements Secured Tlirough New Contracts 21

State Highway Progress Report 24

Record of Bids 32

Mr. Average Motorist, What udes

State Highway System Cost You?

GOOD ROADS do not come hio-li to the
individual motorist in California. This
is according to an article contained in
the July issue of American Highways, in
A\hicli a comparison is made of the cost to the
individual motorist in the various states of
automobile license and gasoline tax fees.

The figures are complete for the calendar
year of 1928. They reveal some interesting
facts.

California in that
year ranked second
among the states of
the Union in the num-
ber of automobiles and
trucks registered. The
number was 1,799,880.
Bearing this in mind
it is interesting to note
that the state ranked
twelfth in auto license
fees collected, receipts
from this source total-
ing $9,292,301.

# * * *

$18.74 ; New York, $16.46 (no gasoline tax) ;
Illinois, $10.81 (no gasoline tax).

A comparison of California collections with
average collections for the United States is of
interest. The figures are :

California

AverafiC motor license per vehicle $5 16

Average gasoline tax per motor vehicle 16 42

Average total

-$21 58

The average motor
license per car in
California in 1928 was
$5.16. California
ranked the lowest in
the nation, in this

imposition being listed as forty-eighth among
the .states. Arizona, with an average motor

license fee of $5.88, ranked next to California.

*******

In its revenue from gasoline taxes, Cali-
fornia topped the Union as far as total collec-
tions are concerned. First in total collections,
however, it stood twenty-first among the states
in the average gasoline tax imposed per motor
vehicle. Total collections in 1928 in Cali-
fornia from gasoline taxes were $29,566,769,
and the average gasoline tax per motor vehicle
was $16.42.

^ ^ ^ ^ '-'^ ^' ^'

In the combined average of motor license
and gasoline tax impositions, California
ranked fortieth among the states. This com-
bined average was $21.58 per car. The only
states with lower direct taxes on the motorist
were: Indiana, $20.54; Kansas, $20.20; Ne-
braska, $20.18; Colorado, $20.04; Massachu-
setts. $19.16 (no gasoline tax) ; North Dakota,

How much do the state highways of
California cost you?

Are highway costs low or high as com-
pared with similar costs in other states?

American Highways, in its last issue
compiled statistics showing the relative
cost to the average individual motorist of
the state highway systems in the different
states of the Union. This article gives the
facts cited there concerning California's
state highway costs. It should be noted
that American Highways is the official
journal of the American Association of
State Highway Officials.

Average per state for
United States
Average motor

license per

vehicle $13 82

Average gasoline

tax per motor

vehicle 16 53

Average total___.$30 45
* * *

It is the opinion of
those who are now in
charge of the admin-
istration of state high-
way affairs in Cali-
fornia that the exist-
ing system of securing
highway income is
sufficient to care for
the present needs of
our state highways
and of those that can be reasonably antici-
pated for the future, PROVIDED that expen-
ditures continued to be made as they are made
now, viz :

By budgeting funds in advance of their expenditure ;

By orderly disbursement of highway income in ac-
cordance with carefully considered programs covering
a period of years ;

By progressive development of pavement types so
that present improvements can be incorporated in
future betterments without serious loss of the original
investments.

If this policy continues to govern highway
expenditures, California in the future should
enjoy the advantage that it now possesses,
namely, A VERY COMPLETE HIGHWAY
SERVICE AT A RELATIVELY LOW

COST.

******

While this is true, it must also be remem-
bered that the adequacy of road income is de-
termined by the necessity of traffic require-
ments.

(Continued on page 18.)

si^

CAL/I'Olx'XlA IIiailWAYS; AXD PUBLIC WORKfi.

Two Governors Join in Bridge Dedication

THE LATEST member of California's
state highway bridge family Avas offi-
cially dedicated on Saturday, June 22,
A\-hen tlie Hiouchi (Blue Water) bridge over
the Smitli River on the Redwood Highway in
Del Norte County was thrown open to travel.
The occasion was notable inasmuch as it
marked the completion of original construc-
tion throughout the length of the Redwood
Highway, one of the great recreational high-
Avays of America.

Recognition of the importance of the com-
])letion of the bridge to the Pacific coast states
was given by the presence at the dedication
ceremonies of Governor C. C. Young of Cali-
fornia, Governor Patterson of Oregon, and
highway officials of California, Oregon and
Washington.

Added interest was given to the completion
of this bridge by the
fact that just 100 years
ago this same territory
was explored by Jede-
diah Smith, who it is
believed, gave his name
to the Smith River.
The route that it took
months for the Jede-
diah Smith party to
traverse is now traveled
in a few hours' time.
After months of un-
speakable hardships,
tlie Smith party was
massacred in Oregon,

but three members of the party escaping,
among them Jedediah Smith.

The name, Hiouchi bridge, was selected for
the structure by Mrs. Ralph W. Bull of
Eureka, wife of the chairman of the California
Highway Commission, upon the suggestion of
women's clubs and civic organizations of
Humboldt and Del Norte counties. Tt is an
Indian term which, translated, means "Blue
Water" and was applied to the Smith River
because of the deep blue of the water of that
stream.

The bridge is a through cantilever steel
truss structures, with a main s]ian of 380 feet
and two anchorspans of 114 feet, making a
total length of 608 feet. The roadway is 24
feet wide.

The contract price was $170,470.50, of

Governors Young- and Patterson

which $149,925 was for the bridge and $20,-
554.50 was for a]iproach grading and culverts.
The floor of the bridge is 58 feet above low
water. The bottoms of piers are approxi-
mately 20 feet below low water founded on
rock. The total height from bottom of pier to
top of steel is apjiroximately 114 feet.

The main span was erected by cantilevering
out from the anchor arms and piers on each
side of the river and so accurately was the
designing and erection of steel work carried
out that an adjustment of one-fourth inch
was all that was necessary to drive the con-
necting rivets when the two arms met over the
center of the river.

The contract was awarded April 17, 1928,

and the contract date for completion was Julv

6, 1929. It was built by Parker-Schram Co.

The following account of the dedication

ceremonies taken from

the columns of the

Humboldt Times of

June 23d will be of

interest :

California ns. Oregoniaus.
AVasliinKtoiujiiis. and ri'si-
(Icnts of otlicr states who
attended the dedication of
the Iliouehi bridge over
the Smith river and the
loast-wide liigliway t-elebra-
t'um at that site yesterday,
entluisiastifally h e c a m e
willing workers for a great-
er and united Pat-ific coast
as they attended the ini-
in-es-^ive ceremonies wliich
symbolized the breaking
down of the last barrier on the Redwood High-
way. More than a thousand persons, gathered from
all parts of the United States and including the gov-
ernors of two states and manj^ other notables,
assembled at the Hiouchi Bridge at noon yesterday
and rejoiced at the completion of the last major project
needed to make the Kedwood Highway a first-class
route from end to end.

BARRIER BROKEN

Following a short program of talks, the breaking
down of the last barrier was symbolized by Governor
('. C.. Young of California and Governor I. L. Patter-
son of Oregon, wdio clasped hands and pledged
cooperation between the two states as their automo-
bile slowly broke through a barrier of greenery and
ribbons sti'ung across the bridge. The ceremony was
completed by Mrs. Berenice Bull, wife of Ralph W.
Bull, chairman of the State Highway Commission,
who christened the bridge "Hiouchi," meaning "deep
blue Avater." as she broke a bottle of Smith River
water over the railing of the new structure.

CALIFOh'MA II Id II WAYS AXD Pl/UJC WORKS

The pictures : Upper view, Highway Commissioners on the Hiouclii Bridge ; left to right — J. P. Baum-
gartner, M. B. Harris, F. S. Moody and Ralph W. Bull. Center view — Governor Young of California
and Governor Patterson of Oregon, formally opening the bridge. Lower view — The bridge itself.
On the left is a photo of Director B. B. Meek, taken on the bridge, and on the right is the
picture of :VIrs. Pvalph "W. Bull, wife of the chairman of the Highway Commission, as she christened
the bridge "Hiouchi" (Blue Water) with a bottle or water taken from the Smith River.

Bert B. Meek, State Director of Public Works,
presided at the program.

"The completion of the Hiouchi Bridge marks the
beginning of the end of Del Xorte County's transpor-
tation problems," Thomas Peacock. Chairman of the
Board of Supervisors of Del Xorte County, informed
those who had gathered at the bridge in his address of
welcome.

Peacock also paid a glowing tribute to Ralph Bull
and the other members of the highway commission.

"The dedication of the Hiouchi Bridge symbolized
the elimination of the last stretch of the old one-way
road on the Redwood Highway," Clyde Edmonson,
Manager of the Redwood Empire Association and the
next speaker, asserted.

Edmondson predicted a great and immediate in-
crease in travel over the Redwood Highway and ex-

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

in-i'ssi'd tlif aiipri'ciatiuii of the li.'dwood Empire
Association for the work of Governor C. C. Young,
Bert B. Meek, Kalph Bull and the Highway Commis-
sion in making possible the celebration.

Admiration for the beauty of the scenery through
which the Redwood Highway runs, and congratula-
tions on the opening of the Iliouchi Bridge wer^n
expressed by Dr. L. I. Hewes, Deputy Chief Engineer
of the United States Bureau of Public Boads.

Dr. Hewes also outlined the plan of federal aid for
state roads, explaining that the federal road system
now embraces 180,0<K) miles of highway upon which
has been spent nearly a billion dollai-s.

ENTIRE NATION BENEFITS

"Sometimes I wonder whether we are aiding the
states or whether the states are aiding the United
States when we provide federal aid for roads," Dr.
Hewes commented, "for the entire country benefits
through good highways.

"Possibly the completion of the Hiouchi Bridge
influenced in some d^^gree the decision of the Oregon
State Highway Commission to make an announcement
this week in Gold Bluff and Marshfield that we an,
preparing to build at once a bridge over the Rogue
river on the Roosevelt Highway," H. B. Van Duzer,
Chairman of the Oregon Highway Commission, told
those gathered at the Hiouchi Bridge yesterday. His
announcement was greeted by enthusiastic applause.

Judge Robert W. Sawyer and C. E. Gates, members
of the t)regon State Highway Commission, also were
introduced and spoke briefly.

"At last we're on the map." So did Edward Morris,
President of the Redwood Empire Association, express
his pleasux-e at the dedication of the Hiouchi Bridge
and the completion of the Redwood Highway. Morris
also expressed the thanks of the association for the
work of Governor Young and the Highway Commission
in making possible the removal of the last barrier.

In introducing Governor I. L. Patterson of Oregon.
Bert B. Meek. Director of Public Works, warned the
governor that California soon will have a couple of
highways in this section that will make Oregon look
to her laurels, in siiite of the rejjutation for fine roads
enjoyed by the northern commonwealth.

STATE LINES OBLITERATED

"Highways have obliterated state lines," Governor
I'atterson asserted. He called attention to the thou-
sands of Oregon cars on California roads every year
and to an e(iual number of California cars using Ore-
gon highways, urging that the entire Pacific coast
coojierate for the benefit of all.

The stoi\v of the discovery of the Smith River, on
June 10, 11)28, by Jedediah Strong Smith, also was
related by Governor Patterson. One hundred and one
years ago it took Smith a month to go fr(mi the Smith
River in California, to the Umpqua River in Oregon,
he pointed out. Nowadays, thanks to our fine high-
ways, the distance can be covered in a few hours.

Governor Patterson also extended an invitation to
all present to attend the dedication of the new bridge
over the Rogue River, on the Roosevelt Highway,
"within the next two years."

OLOWING TRIBUTE TO GOVERNOR YOUNG

In introducing Governor C. C. Young as the last
speaker on the program. Meek paid a glowing tribute
to the chief executive of the state .-is the man respon-
sible for the completion of the Redwood Highway,
through his efforts in obtaining the additional one cent
gas tax for new construction work. He also character-
ized the governor as largely responsible for the removal

of the toll bridge menace to California highways as
the result of a recent bill signed by Governor Young.
"Highways bring wealth and education to the people,"
^leek concluded, "and California highways are not
imposing a burden on posterity."

CALIFORNIA TO HAVE HIGHWAYS SECOND TO NONE

"California is going to have a network of highways
second to none in the world," Governor Young assured
his audience. He had considerable praise also for the
work of i\Ieek and the members of the Highway Com-
mission.

Congratulations were extended by California's gov-
ernor to Oregon's chief executive on the splendid
pioneering work done by Oregon in the establishing of
good highways.

The occasion of the dedication of the Iliouchi Bridge
was a momentous one. Governor Young assured his
listeners, because it signified the opening of a great
new and beautiful territory. The Redwood Higlnvay
will become known all over the world, he predicted,
and will aid in cementing a greater union between all
parts of California and the Pacific coast.

The impressive ceremonies were held in a sort of
natural ampitheater at the north end of the magnifi-
cent bridge. The weather was perfect with the blue
sky above rivaling the deep blue water of the river in
color while a golden sun beat down upon the cele-
brators.

Old Glory, nestling between two trees behind the
speakers' sign, added the final touch of color to the
beauty of the river, the sky, the forest and the
mountains.

Among the more than a thousand participants in
the celebration were, in addition to the two governors,
state officials from Oregon and California, county
supervisors and city officials from all parts of the
Pacific coast, members of a party of metropolitan
newspa]ier editors on an educational tour of the Red-
wood Empii'c, a gi'oup of San Francisco supervisors
and their party, a party of distinguished foreign
journalists on a friendship tour of the United States,
chamber of commerce and Redwood Emjiire officials.
Redwood Empire caravaneers Avho will head north-
w\ard from Grants Pass this morning, citizens of
Crescent City en masse and hundreds of Del Norters,
Humboldters and residents of southern Oregon.

Following the dedication of the bridge the members
of the official parties were guests of the Del Norte
supen-isors and the Crescent City Chamber of Com-
merce at a delicious chicken luncheon served in the
forest at the south end of the bridge. Attractive Del
Norte misses did the serving.

EEDUCING NECESSITY FOR REPAIRS

Plans are nnder way for contraetino: the
plac'inp; of bituiiiinons blanket on a total of 30
miles of broken ]iavement at various loca-
tions along the state hio'hway system. This
will eliminate the constant iiatching opera-
tions on some of the older pavements and will
provide a better riding surface, with less inter-
ference to travel as a result of the work.

MICHIGAN — The longest road survey ever under-
taken by the highway department, begun in 1027 and
now nearly comi>leted, is for a 100-mile scenic shore
road in northei-n Michigan, from Omer to Cheyboygan.

CALIFOhWLy IIKIIIWAYS AND PUJifJC WORKS

f5

THE NEW FIRE ENGINE.

TPIE ABOVE is a picture of one of Fox
fire trucks designed and constructed at
Headquarters Shop in Sacramento for
tlie Division of Forestry.

These trucks are equipped especially for
combating forest, grain and grass fires,
although they can be used for any rural pro-
tection.

The apparatus is built on a two-ton truck
chassis ^yith compound transmission goA'cnied
at a speed of 40 miles per hour. They carry
a supply of 225 gallons of water in the truck
tank. They also carry ten knapsack type
pumps each having a five-gallon Avater
capacity.

The truck is equipped with a high pressure
fire pumj) driven by direct connection to the
engine crankshaft through a clutch at the
front end. The pump can be connected to city
fire hydrants or water can be pumped from

The flre engine in action ; Equipment Engineer R. H.
Stalnaker standing in front with Sliop Superin-
tendent Frank E. Burn.side at the wlieel.

streams, w'ells or any available supply. Four
lines of hose can be used from each truck.

The hand equipment consists of shovels,
brooms, rakes, hoes, axes, saws, sledges, falling
wedges, and crow bars.

The general equipment consists of 2200 feet
of hose of different sizes, six lanterns, field
cooking kitchen for fifty men including plates,
knives, forks and spoons, and cooking utensils.

Provision has been made for carrying seven
men on each truck conveniently, although
more can be carried when necessary.

The trucks are being distributed to dif-
ferent districts of the state by the Division of
Forestry, and are manned by state fire
wardens.

The first truck was delivered July 2. The
truck left Sacramento early on the morning
of July 3, for a 180-mile run on its first fire,
then burning at O'Neals in Madera County.
When the truck arrived at the fire approxi-
mately 100,000 acres had been burned. This
included grain fields, grazing land and brush,
also two good sized wooden bridges. The fire
was brought under control in about four hours
after the truck arrived by the fire fighting
crew and truck under the supervision of State
Forest Ranger Wood.

At the time the truck arrived the fire was
threatening valuable grain fields, also a large
area of grazing land. At one time the fire
jumped the line and was making good head-
way into a section of grazing land but due to
the timely arrival of the truck, the blaze was
extinguished in short order.

The truck was used on patrol duty all night,
July 8, extinguishing small fires still burning,
such as stumps, brush, et cetera, using the
water in the truck tank and pumping from
wells.

(Continued on page 25.)

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Magnificent Highway Is Formally Opened

As the camera cauglit the scene when Governor Young opened the new highway.

AIMTD THE plaudits of tliousands of
cheering' spectators, Governor C. C.
Young' formally opened the Santa
]\Ionica-()xnard state highway to travel on
Saturday. June 29.

The dedication of the highway with the long
and colorful caravan of automobiles, led by a
low Hying Blini]), was an eventful day in state
liighway history. Widespread publicity was
given to the dedication in the press through-
out Southern California.

The magnificent new highway, its scenic
setting along the sea, and the beaches and the
cliff's that a(h)i'n it won the commendation of
all both for the vision of those who had
planned the highway and the genius of those
M'ho had built it.

(JLAMOR OF HISTORIC PAST

To this was added the glamor of a most
unusual and unique historic setting. This
was well depicted by Beatrice E. Clark, writ-
ing in the Pacific Falimdian. In part the
article follows:

Tliis wondcrlnnd of the western scji first took its
jilace in the known world on the seventh of October.
1542, wiien Juan lioderis'tiez Cabrillo, in quest of tlie
fabled Strait of Anian and a direct route from Seville
to the slaniorous east ; sailing in badly built, cockle-
shell boats, the San Salvadore and Victoria, manned
with conscript crews; rounded a bold, rocky headline
on the newly-named California coast. The beautiful
sun-kissed crescent bay into which they sailed was the
Bay of Santa Monica, which Cabrillo, seeing' the smoke
plumes ceaslessly rising from temescals of the Indians,
named Smoky Bay. Linking the present with that f;ir

NEW TRAVEL RECORD IS

MADE ON NEW HIGHWAY

A new record for state highway travel
was established in California on July 14th
on the Santa Monica-Oxnard Highway.
This road was thrown open to travel
throughout its length on June 29th. A
16-hour count of travel passing over this
road in both directions on July 14th, taken
at Santa Monica Canyon, showed a total
of 53,303 vehicles. On July 4, 1928, the
portion of the road that had then been
opened to travel showed a total of 43,173
vehicles, the count being taken at the same
station.

An interesting feature revealed by the
1929 count was that with more than 10,000
more vehicles passing over the road than
was the case on July 4, 1928, there was less
actual delay and congestion of traffic this
year, than a year ago. This was due to
widening and oiling shoulders adjacent to
the concrete pavement.

distant past are the heaps of ai-rowheads, vessels of
st(ine and tlu' bones of the Indians torn out by the
hungry mouths of tiie steam shovels tearing- down
hillsides to make way for modern roadways.

The point rounded b.y Cabrillo as he sailed from the
south was named centuries later by the English ex-
jjlorer, George Vancouver, on his second visit to the
coast of California in 170.3. Greatl.v admiring two
Franciscan friars of the Mission San Buenaventura he
n;inied X\\v first headland I'oint Vincenti and the north-

C\LIFi)h'\L\ IIKIHWAW^ AND PUBLIC WORKS

The Growth of the Highway

The p:ctureK : (1) View showing the location of the h ghway before construction ; (2) the same scene during
coi.struction ; S) as it appeared a.ter completion of grading; (4) again after completion of gradmg.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

ern outpost of the bay, 17 niilo.s nortlnvest, he called
Point Dunie. Stretching inlaiul and nortli and south
of Point Dume, lies the great tract of virgin terri-
tory in the same state as when Don Jose Tapia was
granted a deed to the land by a Mexican governor in
1805. Known as the Topango ilalihu Setjuit, it in-
cluded in its wide expanse three great canyons,
Topango, Secas and Malibu. In 1824, so states the
liistorian Luther Ingei-soll. the rancho passed into the
hands of Tapia's heirs, next changing hands to settle
an unpaid grocery bill. Don Mateo Keller, who came
into i)ossession of the pi'operty through a tax sale,
erected a large ranch house near the entrance of
Malibu Canyon where he lived with his family, his
son Henry later inheriting tlie land. lie sold it in
1801 to the late Frederick Hastings Kludge.

DIFFICULTIES AND OBSTACLES CONQUERED

A picture of the difficulties encountered and
tlie obstacles conquered in building the road
is painted by J. C. More, office engineer in
District Seven, Mith headquarters in Los An-
geles. Writing in the same paper, Mr. More
says :

The day labor job at Point Magu was the most
difficult piece of work in this district. The solid rock
bluffs to the water's edge made it necessary for sur-
veyor and other workmen to be suspended by ropes
like Alpine climbers, and the entire roadway had to
be blasted out. The seven miles of heaviest work in
this stretch cost nearly $1,000,000.

The fact that there are no shipping points between
Santa Monica and (^xnard made a long, expensive haul
though no other difficulties of transportation were en-
countered. The shortage of water for construction
work made it necessary for the state to lay a pipe line
from the Los Angeles city limits at Castellammare to
Nicholas Canyon, a distance of 21^ miles, carrying the
city water for use at that point. Landslides also pre-
sented problems difficult to meet, one slide fi-om the
Ventura county bluff six weeks ago sending 100,000
.vai-ds of earth across the highway. The removal of
this slide required a great amount of labor and engi-
neering skill.

The coast formation is such that a special form of
protection had to be evolved, one which it is believed,
has never been used anywhere else. Owing to the
impossibility of using the usual procedure in building
seawalls where the waves beat upon the face of the
rock cliffs, the system of concrete cells was devised
whereby huge rectangular, hollow blocks of concrete,
weighing three tons each were lowered into the ocean
by cranes and when in position were filled with con-
crete, thus making a base for the sea wall. The
great problem all along the coast line was to keep the
fills in place and thousands of dollars were spent in
building rip-rap and groins from Santa Monica on up.

GOVERNOR YOUNG SPEAKS

The importance of the highway to Cali-
fornia was stressed by Governor Young in his
dedicatory i-emarks. Sj^eaking at a point on
the highway midway between Santa IMonica
and Oxnard, Governor Young said in part:

Just stand by this road tomorrow and watch the
traffic that it sei-A'es. Your hearts will swell with
pride that your dream of 20 years has come true. This
road is going to play a tremendous part in the develop-
ment of this Avonderful country.

We have already put in nearly $5,000,000 in it and
we find that it is only half wide enough. In a few
years you will see it a highway twice as broad, candy-
ing the heaviest traffic in the country between this
point and the beautiful beaches about Los Angeles.

We have been enabled to do this by budgeting our
highway expenditures, and building in a systematic
order, as we are attempting to operate all departments
of the state government.

BELIEVES IX THE PEOPLE

I was told when we started the system of budget-
ing the highway work and announcing our i)rograms
two years in advance that it was a serious political
mistake; that communities that did not get what they
were asking for would make us trouble. I said I did
not believe it ; that I believed the people of California
wanted their money spent in a businesslike manner
and that the day of political highway construction in
California was past.

We began to announce our two-year program and
we were commended instead of criticised, because we
selected the work that was needed most and we divided
the funds as ecjuitably between all sections of the state
as was possible.

It convinced me that if you go to the people of
California, cards on the table, face up, and tell them
what you are doing, if you are right they are going to
be with you 100 per cent.

DIRECTOR MEEK's ADDRESS

Mr. Meek, Director of the Department of
Public Works, paid tribute to the foresight of
the present State Highway Commission in
selecting the Oxnard-Santa IMonica highway
for completion and in providing the funds,
and also gave praise to District Engineer S.
W. Cortelyou, who had immediate supervision
of the work, and said that "California's splen-
did highway system is being built under the
enthusiastic supervision of Governor Young
and his highway commission."

The members of the state highway commission are
here. That is the best indication of the interest
the st.-ite is taking in your highways. This road
was started ten years ago. It was through the
gasoline tax that you gave us that we were enabled
to finish it for you after we came into office three years
ago.

With the gas tax, we can plan years ahead for our
work and we can carry forward construction in an
orderly manner and at a saving in cost to the tax-
payers of California. Under our budget system, we are
not only constructing highways already ordered or
under way. but we can plan years ahead for the needs
of the state in new highways and wider highways
where the traffic re(piires it.

We used $1,200,000 to complete the last 23-mile
gap of this highway. My judgment is that the 44
miles of highway between here and the city limits of
S.-inta Alonica opens the most spectacular and beauti-
ful area in America adjacent to a lai-ge population.
The prople of Oxnard and Ventura County can not
realize in their wildest di'eams the traffic this road is
going to develop. These roads create their own values
and justify the tremendous investment in their con-
struction. Continue to give us the gas tax and Cali-
fornia Avill have the greatest highway system of any
commonwealth in the world.

(Continued on page 2 7.)

CALIFORNIA HIGHWAYS AND PUBLIG WORKS

Building Safety Into State Highways

By B. B. Mkkk. Director of the Department of Public Worlds.*

A FEW years ago when the volume of
automobile traffic was but a fractional
part of what it is now, and when the
automobile was a slow-niovin<>' vehicle as com-
pared with the ear of today, the necessity of
actually biulding safety into the highway and
making safety an integral i)art of the road
was not a particularly important part of high-
way construction.

Toda,y the factor of safety in road construc-
tion is as important
an element in plan-
ning a road as are any
of the other features
considered essential
in highway design.

The necessity of
safety in highway de-
sign is easily under-
stood.

THIS IS THE
PROBLEM

California law per-
mits a driver of an
aufomohile to travel,
tinder favorahle con-
ditions, at a rate of
58% feet a second.
The automobile manu-
facturers and dis-
tributors have seen to
it that a large portion

of the machines on the highway are capable of
traveling easily at the rate of 75 or even 90
feet a second. The hand and eye and mind of
man can be coordinated by educaiion to a mar-
velous degree but a 3000 pound automobile,
traveling at a lawftd speed of nearly 60 feet a
second, or 40 miles an hour, is a force to be
reckoned with at any time.

Midtiply this by the hundreds of thousands
of cars traveling our highways, each oper-
ating on its own schedule, coming and going,
backing into and crossing traffic, as desire
or necessity may dictate, and you have some-
thing of the picture of the problem that
confronts the men who build and maintain
highways, and those who seek to control their
operation.

DRIVING CONSCIENCE GROWING

It is indeed deplorable that so many traffic
accidents occur. But when one considers the

"The Division of Highways desires to cooperate
with other state agencies, with the automobile
associations and with all other organizations
interested in safety measures to the end that the
public may use their highways in SAFETY.
Particularly it bespeaks the assistance and the
cooperation of the individual motorist. The reck-
less motorist can make the safest highway
dangerous; and conversely, the careful motorist
will ride in safety over a highway that, judged
by technical standards, might be considered
unsafe.

"The best that the Division of Highways can
do is to make the highway safe for the sane
motorist. We are spending millions of dollars
in doing this. But these expenditures and the
months of effort spent in planning and building
our highways can all be undone in the fraction
of a second's time by the careless driver. I
appeal to the individual motorist to do his part
in this great work of making our highways safe
by seeing to it that he drives in a safe and sane
manner, with due consideration for the rights
and the safety of other users of the highway."

millions of people who daily trust themselves
to this means of travel, it is to marvel at their
faith in the men who build and maintain the
roads. The extent to which accidents do not
happen is due not alone to the increasing
manner in which safety is being built into our
highways, but also to the extent of popular
education on motoring rules. Discouraging
as statistics may sometimes appear the driving
conscience of the thousands of motorists who
make up highway
traffic each year is be-
ing awakened to their
res])onsibility. Edu-
cation ^^■ill be an ever-
continuing part of the
ejffort to reduce the
accident hazard.

The men in execu-
tive control of high-
way work in Cali-
fornia are seeking to
justify the confidence
of motorists by a for-
ward looking policy,
which will make
safety an integral
part of our highway
system. We believe
that there is no more
ambitious program
for safety design in
highway construction
under way anywhere in the United States
than that in California. The program does not
stop with building safe highways, but extends
to the maintenance and operation of highways,
the control of traffic, and through cooperation
Math other agencies, to the education of the
motoring public in the rules that they must
observe and the practices that must follow, to
protect themselves and their fellow travelers.
This article, however, will consider simply
those safety measures which are considered
as a part of the routine of design, location,
construction and upkeep of our state high-
ways.

SAFETY IN WIDTH

The adoiition of the present financing pro-
gram, based upon the one-cent gasoline tax for
new construction, made possible with Gover-
nor Young's support, permitted a proper
standard of design for construction. Proper

* Reprinted from July issue of Motorland, official publication of the California State Automobile Association.

10

CALIFOR.MA HIGHWAYS AND PUBLIC WORKS

width of pavement is essential to safety. A
turnpike road section capable of progressive
development has been approved. On this sec-
tion the minimum pavement width is 20 feet,
made up of two 10-foot traffic lanes. The
minimum width of roadway is 36 feet to pro-
vide an 8-foot shoulder on either side so that
the motorist may park Ids machine entirely
clear of the pavement. In general, a mini-
mum of 100-foot width right of way is secured
so that deep borrow pits may be eliminated.
Fill slopes are kept flat so that if a vehicle is
forced off the shoulder danger will be mini-
mized. The planting of trees and placing of
public utility lines are considered in their
proper relation to safety.

GRADES AND CURVES

The maximum grade is fixed at 6 per cent
and minimum curvature at 300-foot radius.
Rolling grades, with sharp vertical curves of
the sort which hide the oncoming car, are
eliminated. Curves of less than 2000-foot
radius are superelevated, and the crown in
pavements is so slight as to be scarcely per-
cejitible to a motorist. Bridges are designed
with a roadway four feet wider than the pave-
ment on either end so there will be no tendency
for drivers to crowd toward the center as is
the case on older, narrow structures. Pro-
vision is made also for future widening. Pipe
culverts are extended so there is no constric-
tion of the traveled way.

In locating a new road, consideration is
given to limiting sections which will be shaded
in wet or frosty weather so that the road will
be as free from skidding hazard as possible.
Short vertical curves and sharp curves at the
foot of heavy grades are avoided. The safest
alignment and least obstruction to vision is
always given consideration. Many difficult
problems in bridge design have been worked
out in order to secure desirable alignment at
approaches to such crossings.

ELIMINATING THE GRADE CROSSING

One of the outstanding ])lanks in the high-
way safety program is the elimination of the
raili'oad grade crossing, either by under])ass
or overpass structures, or by realignment.
TAventy-six grade crossings have been elimi-
nated in the present biennium, and the time is
not far distant when the dangerous grade
crossings on the state highway system will be
a thing of the past.

Spectacular, however, as is the program for
the abolition of the grade crossing, the fact
should not be forgotten that it is only one of
many features of the safety program now
under way on California state highways.

Few people realize that even the best types

of pavement are, comparatively, only tempor-
ary. A surface which is safe when constructed,
in a few years may become rough and uneven,
causing a constant strain on vehicles and an
added hazard in driving. Maintenance of a
smooth pavement is therefore essential to
safety.

Construction standards are at a high level.
Specification requirements are primarily for
the purpose of securing the most permanent,
high class road of the type desired, but in
holding to these standards greater safety is
built into the highway. Fills are placed in
rolled layers, adequate drainage is provided,
and following the stage dcA^elopment of the
surfacing, a heavy section of nonskid pave-
ment is placed.

REBUILDING SAFER ROADS

In reconstruction work a great deal is done
each year to make the highways safer. Hori-
zontal curves are flattened and superelevated.
Vertical curves are flattened. Shoulders are
widened and rock placed adjacent to the nar-
row pavements.

Short sections of road which have proven
hazardous, due to standard improvement on
either end or for other reason, are being
improved. Uniformity is a great aid to safety,
as the average driver, who has been traveling
at a high speed for a considerable distance,
may not adjust himself quickly to changed
conditions.

Guard rail, of 8x8 posts and of laminated
rails built up from 2x8 planks, is installed on
narrow grades, high fills and at brige ap-
proaches. This guard is securely set and
painted white. This type of rail is a decided
improvement over the old standard, not only
because of greater strength, but because the
splintering of the old, light rail was a distinct
hazard in itself, in case of accident.

The opportunity for initiating and carrying
out safety measures in the maintenance work
is apparent as there is a large mileage of the
oldei- types of construction and of unimproved
county roads which have been taken into the
state system.

STRIPING THE TRAFFIC LANES

The painting of stripes to divide pavement
into traffic lanes has been initiated and some
1400 miles are programmed for such work
dui'ing the coming biennium. This line not
only inci-eases safety but adds to the traffic
capacity.

"School Slow" signs are ke])t painted on
the pavement either side of all school build-
ings adjacent to the highways, to protect
children who must cross roadways.

(Continued on page 29.)

CALIFORNIA HIGHWAYS AMD PUBLIC WOh'KH

11

San Fernando Pass, Historic and Forgotten

By Bkn Bi-oWj Field Secretary, National Autom()))ile Club

A FEW lUTNDllEI) yards to the east of
the State lli<>'lnvay, where traffic roars
never eeasingly tlirough the Newhall
tunnel, is one of tlie most interesting and his-
torical highway structures in California, the
ancient San Fernando pass.

With walls that lift sheerly about 80 feet,
just Avide enough for one vehicle and ap-
proached from the south through a tortuous
canyon over a 29 per cent grade, this old time
highway entrance into southern California
from the San Joaquin Valley supplied for
many years the most direct access from north
to south and, from the advent of the automo-
bile until 1910 when Los Angeles County com-
pleted and opened up the Newhall tunnel for
travel, early-day horseless carriages wheezed
and rumbled and groaned over it mostly by
mule power, for the early-day engines, one- or
two-cvlinder contraptions, invariablv died on
the hill.

Who was responsible for the San Fernando
pass seems to be hidden in the unknown his-
tory of California, for neither the Los Angeles
Public Library nor the State Library at Sac-
ramento contains a single document which
tells of its origin. Certain it is, however, that
it was for a time a toll road. Pioneers who
lived there in the old days and who still sur-
vive, gray and weather beaten, tell of a two-
room adobe toll house which stood ' ' on a little
flat at the south entrance of the cut where an
almond and an oak tree grew."

Today the walls of the toll house, beaten
down by time into a mere outline of the old
structure, may still be seen, while close at
hand the oak tree flourishes still sturdy, and
the almond, in the springtime, bravelv blooms.
About the only mention of the San Fer-
nando pass which California history affords,
is supplied by the published diary of Bishop
Kip, the first Episcopal bishop of California,
who, on IMonday, October 5, 1855, started on
a trip from Los Anseles to Fort Te.jon. Bishon
Kin writes: "We left Los Angeles at 11
o'clock. Our A^hicle was a large, heavy
Avagon, for no other is adapted to the moun-
tain passes through which our road leads. We
had bardly a"ot out on the plains a cou^ile of
miles from Los Angeles — " betAveen Los An-
geles and the Holh^AA^ood of today — "A\^hen, in
descending a gulch, part of the harness broke,
the mules AA'hirled around and Ave were only
saA^d from an oA'erturn by the snapping off

"Tlie deep defile in the mountains," the old San
Fernando Pass.

of the pole. Nothing could be done but for
our driver to take a couple of mules, return
to Los Angeles and have a new one made.

"After a wait of some hours Ave made a new
setoff. We shortly passed through a chain of
hills — " the Cahuenga pass — "and then again
OA^er the plains for seventeen miles. Not a
living object Avas seen for hours, till toward
evening the coyote wolves came out and we
could see them loping along with their long
gallop, often numbers in a troop. ' ' This was
in the San Fernando Valley, where the
"desert" now blossoms as a rose.

Stopping over night at the San Fernando
mission Bishoj) Ki]i continues in his diary:
"It Avas 7 o'clock before we left the mission,
and, after proceeding a fcAV miles, reached the
San Fernando Pass Avhere the road had been
cut through a deep defile in the mountains.
Here Ave had to get out and walk and the

12

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Approach to San Fernando Pass from the south.

scenery was the wildest I have seen since I
crossed the Alps. How our heavy wagon got
over was a marvel to us. ' '

With the opening of the Newhall tunnel in
1910 this "deep defile in the mountains"
])assed into history in so far as highway travel
Avas concerned and remained wholly aban-
doned, almost forgotten, until the early-day
movies found that it was an ideal location for
western thrillers wherein chap clad cowboys
leaped their horses across the narrow chasm
or, single handed and alone, held the dark

Approach to San Fernando Pass as seen from the State
Highway south of Newhall Tunnel showing a 29
per cent grade.

Highway Building
Program is Driving
Ahead of Schedule

All ])rojects included in the state highway
in-ogram for the biennium of July 1, 1927-
June 30, 1929, have been placed under con-
tract,

A total of $5,000,000 of projects included in
the program for the new biennium which
began on July 1st of this year had been either
]ilaced under contract or were being adver-
tised for bids prior to that date.

Minor projects involving a total of $405,000
were transferred from the program of the
1927-1929 biennium to the present biennium
because of right of way difficulties and engi-
neering obstacles.

This is the substance of a report made
by B. B. Meek, director of the Department
of Public Works, to Governor Young and the
members of the California Highway Commis-
sion.

The report shows that a total of $14,461,-
957.15 was spent during this biennium on new

(Continued on page 30.)

depths against hordes of painted Indians or
savage outlaws.

Scars on the sheer sides of the cut where
this or that prop for picture filming was built
into the scenery are all that remain to tell
of its use in moving pictures and today, within
sound of the whir of wheels humming over
one of the most heavily traveled highways of
California, the San Fernando Pass is scarcely
known. Passing motorists north bound on the
highway and approaching the south entrance
of the Newhall tunnel may briefly glimpse in
passing the V shaped cut in the skyline which
marks its joresence and occasionally, in the
springtime, there will be comment on the
lonely almond tree in bloom, but rarely does
anyone stop to visit the somber depths of the
old time pass.

On the very edge of one of the heaviest
traffic flows in the state, this "deep defile in
the mountains," with its steep approach lies
undisturbed. Dark in its depths save for that
brief noonday moment when the sun is at
zenith it seems like some deserted and violated
tomb, but viewed retrospectively through the
eyes of imagination it unfolds a pageant of
history wherein Indians and vacqueros, ox
teams and pioneers, stage coaches and 49ers
trailed in review by the one- and two-cylinder
horseless carriages of the early motor era, pass
on into the thin jierspective of a forgotten day.

CAIJFORXIA IIHlinVAYS AND J'UJilJC WOh'KH

13

Read This ''Routine' Report

of an Explosion on Powder

Truck Along State Highway

Colfax, Cal.,

June 27, 1929.
Mv. Chas. H. Whitmore,
District Engineer,
Sacramento, California.

Dear Sir : Attached are forms R-3 in dupli-
cate to cover the accident near Baxter's Camp
today.

The details of the case, as have been
g-athered from several sources, are as follows :

After leaving Auburn this morning, en
route to Colfax, I recall passing this truck.
After stopping for a time at the Colfax main-
tenance site, I again passed this truck above
Colfax. Traffic Officer Marvin states that he
particularly noted the care with which the
driver crossed the railroad tracks at Colfax.

The truck was very heavily loaded. The
mechanic at the garage at the top of Alta
grade noticed that the
truck was in low gear,
and running very hot.

The driver stopped
at Mrs. McKims for
lunch about 11.30 a.
m. and shortly after
resumed his trip. At
approximately 12.10
p.m. he passed our
maintenance crew who
were eating lunch.
They were about one-
fourth mile east of "Death Curve" above
Baxter's. Those who were working on the
patching crew at the time were : Foreman W.
M. Barnes, I. R. Gamlin, D. 0. Gamlin and
S. R. Gamlin.

Of interest to Mr. George R. Winslow, is
the fact that had he passed this spot about
one or two minutes later, he would have found
himself in a bad situation.

After passing the place where the boys
were eating lunch, the truck entered upon a
straight stretch of about 1000 to 1500 feet.
While still on this stretch, the truck was sud-
denly enveloped in a cloud of smoke and
flame. The sound of the firing of the powder

The accompanying article is the verbatim
report of Superintendent C. H. Weeks telling of
an accident which occurred on the state highway
on June 27th. In this accident, R. G. Case, a
truckdriver employed by an Oakland concern,
lost his life, while he was transporting powder
from Oakland to a construction camp near Cisco.

Two or three perfunctory paragraphs in the
newspapers covered the "story." We commend
Superintendent Weeks' report to the press as a
real "human interest" document.

was quite loud, although it could not rightly
be termed an explosion. The entire load was
scattered over a radius of about 200 feet. The
truck was a mass of flames and black smoke,
as was the road for some distance surround-
ing the truck. The cans of black powder had
flashed immediately. As there was no heavy
detonation, the stick dynamite did not explode,
but burned where it was thrown. Of the
entire load, twenty of the boxes of dynamite
did not burn. These were buried near the
vicinity of the Division of Highways Mainte-
nance crew.

As soon as the truck fired, our crew rushed
to the spot. The intense heat kept them back
some 200 feet. Nothing was heard from the
driver, so it was not known for certain if he
came to his death by suffocation or concus-
sion.

Mr. W. M. Barnes took the situation in hand,
and managed ii un-
usually well. He
placed a flagman on
the west side, and at-
tempted to get around,
the fire to flag oncom-
ing traffic. Before he
could get around, a
Yelloway stage nosed
around the curve from
the east, and stopped

and the driver warned

traffic from that di-
rection. The stage and passengers owes its
good luck to a matter of about two minutes
of time.

The fire spread to the surrounding country,
and burned over several acres. The ranger
was soon on the job, the station being but a
couple of miles to the east. Our forces had
the fire under control upon liis arrival.

The Pacific Telephone and Telegraph Com-
panj^ 's main lines were soon a mass of tangled
wire, and service was crippled. A company
maintenance man happened to be in the second
car to approach the scene after the fire. The
Auburn repair crew were notified and w6re
on the job in record time.

14

C ALIFORM A HIGHWAYS AND PUBLIC WORKS

Considerable trouble was encountered in
handling the traveling public. After an hour
of waiting, they became restless. The situa-
tion was still very dangerous, as burning
dynamite was still strewn over the highway
and roadsides. In clearing the road, consider-
able credit is due to Mr. W. M. Barnes and Mr.
Glenn E. Sweeney for their carrying several
boxes of hot dynamite from the road to a
place Avhere it could do no damage. This act
should be worthy of some expression of appre-
ciation.

Vague details of the accident reached Cisco
where we were in the midst of a session of
dust layer oil. This job was immediately tied
up, and all men and equipment were rushed to
the scene of the fire.

The patching crew had a full load of screen-
ings on the truck at the time of the fire. This
load was scattered over the burning pavement.
After all burning powder was removed and
the traveled way well screened, the traffic was
allowed to proceed in safety. This was at
about 2 o'clock.

A great deal of credit is due Foreman
Barnes for the efficient manner in which he
managed the whole situation. There were no
traffic officers on the job until about 2 o 'clock.

As the Division of Highways maintenance
crew are always the first to arrive at these
accidents, it is suggested that the idea might
be advanced to Mr. Snook of the Division of
Motor Vehicles, that one man of each of the
maintenance crews be deputized to handle the
traffic under just such conditions as this.

Very truly yours,

C. H. Weeks,
Superintendent.

CONTRACTS ACCEPTED

The contract for grading and paving with
Portland cement concrete 9.8 miles between El
Centro and Brawley on the San Bernardino-
El Centro road has been accepted. This work
was done by the R. E. Hazard Contracting
Company at an approximate cost of $332,000.
The work was completed a month ahead of the
time specified in the contract.

The contract of George Herz and Company
on the Mecca to Blythe Highway, between
Hopkins Well and Black Butte in Riverside
County, has also been accepted. This project
involved 22.1 miles which were graded and
surfaced with oil-treated crushed stone. The
cost of the work was $304,000. It was com-
pleted two months ahead of scheduled time.

The work of grading and paving with bitu-

GOVERNOR YOUNG WARNS

AGAINST THROWING FIRE

FROM MOVING VEHICLES

By C. C. YOUNG, Governor of California

I have requested traffic officers throughout
California to rigidly enforce that section of the
law that forbids the throwing of burning articles
from a moving vehicle.

The strict enforcement of this provision of the
law will be a very material factor in lessening
fire danger along our highways.

The Division of Highways has spent large
sums of money in burning the roadside along
the state highway system where the fire hazard
was considered particularly acute. This, how-
ever, only partially solves the problem. Great
danger will always exist if fire is thrown from
vehicles to light where chance or the wind may
carry it. Proof of this is found in heavy losses
already incurred through this source.

I would urge motorists to cooperate in this
work by strict obedience to this very vital and
important law. The public by a little care on
the part of each individual can render unneces-
sary the unpleasant task of enforcing this law
by means of arrest, fine and imprisonment.

We ask each motorist to police his own
actions. If this is not done, do not censure the
traffic officer for enforcing the law. He has
received his instructions. If you will not obey
the law, he must and will obey his instructions.

minous macadam on 2 miles at Bowman and
Weimar in Placer County has been accepted
as completed. Frederickson & Watson and
Frederickson Bros., of Oakland was the con-
tracting company. The cost of the work was
$54,500.

The contract of A. Teichert & Son, Inc.,
Sacramento, for grading and paving with bi-
tuminous macadam, between 1.7 miles west of
Shandon and the easterly county boundary of
San Luis Obispo County, a distance of about
15.4 miles, has been accepted as completed.
The cost of the work was $172,900. It was
completed 11 days ahead of contract time.

The contract of H. H. Peterson, assigned to
E. Paul Ford, for grading and paving with
Portland cement concrete between Santa
Rosa and Willowbrook in Sonoma County has
been accepted as complete. The cost of the
project was approximately $430,000. The
contract was completed 2^ months ahead of
contract time.

ILLINOIS is to have a 3-cent gasoline tax begin-
ning August 1. The revenue from this source is esti-
mated at !j>21,000..000 for the first year.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

15

A Worthwhile District Organization

By Li. B. Reynolds

THE NATURAL trend today, in both
business and private life seems to be
toward organization. Its purpose in the
past has been to bring workmen together in a
body to make working conditions better, but
in later years the purpose has been broadened
to include the improvement of mind and bring
about business and social contact, thereby
reacliing the end that, in
the past, was accom-

\plished by mass strength.
^' * _^ Today we see lunch-

eon and social clubs or
organizations finding
tlieir way into towns
very small in population
whereby business and
professional men have
their weekly "Get To-
gethers. ' ' At these meet-
L. B. Reynolds. iugs Competitors are

brought together on
more or less neutral ground where conditions
are discussed and speakers of broader
knowledge impart their learning to those not
having had the opportunity to come into
contact with these various subjects.

We now find that this same thought and
desire has crept into the Engineering Depart-
ment of District III, namely "District III
Forum." The organization is not old but
considerable has been accomplished since No-
vember 27, 1928, when the first meeting was
held.

We can all feel deeply indebted to Mr. E.
K. Guion, Office Engineer of District III, for
its formation. It was upon his suggestion,
during a "Get Together" meeting that the
thought wa.s brought to the attention of "The
Boys." While associated with District I, Mr.
Guion was responsible for the formation of a
similar organization, the life of which was not
long. Not to be discouraged he made the
attempt again in our office, and it was readily
accomplished.

Acting in the capacity of chairman at the
first meeting, Mr. Guion gave the members a
talk, covering the points in detail which he
felt should be paramount, namely :

1. Organization.

2. Relationship between departmental heads
and employees.

3. Educational.

a. Promotion of public speaking.

b. Lectures.

c. Short study course.

4. Development of executive ability.

The late Theodore Roosevelt is quoted as
saying ' ' Each person, as a citizen, owes a part
of this time toward the development of the
home, the school, the church, the community,
in which he lives, and also should devote a
part of his time toward the advancement of
that particular occupation or profession from
which he makes his living. ' '

It can be said that w^e are following a part
of what Colonel Roosevelt said by the forma-
tion of this organization. We are devoting a
portion of our time toward the advancement
of the profession from which we make our
living, even though it be in a minor way.

Our organization provides a means of
bringing the members together for the ex-
changing of ideas, the betterment of methods
that to a great extent are original ideas, thus
making a tiresome task more interesting, and
very often such modification is the means of
making a costly job less costly. At the same
time, young men entering the field of engin-
eering are given the opportunity to acquire
some of the knowledge from persons having
reached a point above themselves.

Much more can be accomplished through
the devoting of six or seven hours a month, at
which time concentration on the subjects
which come into our daily work, than can be
gotten by many hours of reading articles that
only touch upon the topics. This is said pri-
marily for those new in the profession.

A contact with fellow workers is gained
that is hard to accomplish. Many grievances
that perhaps would result in enmity are over-
come by the persons involved in seeing a
character brought out in the others when their
minds are relaxed and not carrying the
burdens of their day's work.

A feature, hard to accomplish in any way
other than through an organization such as we
have, is the common footing upon which the
department heads have placed themselves with
the employees. Several instances can be cited
where employees have presented ideas for the
changing of routine or system to an extent
that a great amount of repetition, such as is
necessary in our work, has been eliminated.

(Continued on page 31.)

10

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Clippings, Letters and Comment

THE HIGHEST bid in the history of the
state highway system was submitted in
July when bids were opened for grading and
paving a nine-mile section between Hayward
and Niles in Alameda County.

The bid of one contractor on this job was
$170,151,298.25.

When the bid was studied, to determine the
reason of its gigantic proportions, it was
found that the contractor had bid $8,240 per
cubic yard on unclassified excavation. Further
study' revealed that he had placed the total
price desired for this work in the column
designated in the bid sheet for the price per
cubic yard.

In view of the fact that this one bid, if
accepted, would have taken all state highway
money for approximately six years, the bid
was forthwith rejected.

The low bid on the job was that of Hanra-
han Bros, of San Francisco, whose price was
$325,305.

The Service Honors
The Whole Division.

L

ITTLE things are sometimes big things.
Here is a letter that speaks a volume :

Los Angeles, July 18, 1929.
State Highway Commission,
Sacramento, California.
Gentlemen :

This may be a peculiar letter, but I feel quite
strongly on the subject and that you ought to know
of the situation.

There is a detour just south of the work now being
done on "A" street, Ontario, which crosses the
Southern Pacific tracks at grade, just east of Ontario.

A young man lias been employed to serve as watch-
man of that crossing and signed the hours of 8 a.m.
to 4 p.m. I have never talked with him, and my in-
formation is from an outside source. I do not even
know his name.

An eastbound S. P. passenger train is due at 4 :45
p.m. This is forty-five minutes after your watchman
is off duty, but there is more traffic over the detour
about that time than any other portion of the day.
The young man stays, therefore, until after this train
has gone before he leaves.

It is altogether too seldom that an employee of the
state, or, for that matter, of an individual employer,
is imbued with the sense of his responsibility to the
people. This is an outstanding case and I am glad to
call it to your attention.

Sincerely,

(Signed) C. H. Meador.

Mr. Purcell Returns
From Boise Conference.

GH. PURCELL, State Highway Engi-
, neer, returned on July 15, from the
annual meeting of the Western Association of
State Highway Officials, held in Boise, Idaho.

The association passed a resolution asking
that the U. S. government remove the limit of
$15,000 a mile now placed on federal con-
tributions to highways in the Federal Aid
system. The resolution declares that the
$15,000 limit was fixed in 1922, when con-
struction standards were much lower than
they now are. This restriction, the resolution
further declares, throws an unfair burden on
the state.

The Colton-Oddie bill was endorsed. Under
this bill the U. S. would increase its appro-
priation of forest highway funds from $7,500,-
000 to $12,500,000 for each year. An appro-
priation of from $3,500,000 to $5,000,000
would also be made for roads passing through
unappropriated public land, withdrawn from
state taxation, excepting national forests
which are otherwise provided for.

An aviation conference was held just prior
to the road meeting. A resolution was passed
at this former conference asking that each of
the governors of the eleven western states
appoint a contact man or contact board, the
whole to make up an aeronautical board for
the western states, to which board all inter-
state aviation matters would be referred. The
object of this board would be to secure uni-
formity of legislation on interstate aviation
matters and to promote more effective coopera-
tion in these matters between the states and
the U. S. Department of Commerce.

Highway Crews
Win Commendation.

JE. ELLIOTT, forest supervisor, has
, written State Highway Engineer C. H.
Purcell, the following letter commending road-
side fire protection, conducted in San Bernar-
dino County by District Engineer Sullivan
and his forces :

"Please permit me to congratulate your department
for the excellent work being done in fireproofing the
^^^1terman Canyon road. The work you are having
done will no doubt gi-eatly lessen the risk of fire
starting in this canyon and we want you to know

CALIFORNIA IIIOIIWAYS AND PUBLIC WORKS

17

that the Forest Service fully appreciates your splendid
cooperation."

National Standowners
To "Chain" Hot Dogs.

ANEW development in the roadside re-
fi'eslinient indnstry is the organization of
the National Standowners' Association, a
trade group, adeqnately financed, which pro-
poses to introduce chain store methods to the
"hot dog" stands.

Be It Resolved, that we the Board of Supervisors
of San Luis Obispo County do hereby commend Gov-
ernor C. C. Young, Director of Public Works, B. B.
Meek, the State Highway Commission, its staff and
engineers, for their high standard of public service as
exemplified by the manner in which they have per-
formed their various duties and especially for the con-
sideration they have given the affairs of our county.

Be It Resolved, that a copy of this resolution be
spread on the minutes of this board, a copy be sent to
Hon. C. C. Young, Governor of California, a copy to
the Hon. Ralph Bull, Chairman of the Highway Com-
mission, a copy to B. B. Meek, Director of Public
Works.

Strong Commendation
From Director Heron.

APROPOS of fire protection work, under
date of July 18th, Alexander Heron, Di-
rector of Finance, wrote the following letter
to Mr. B. B. Meek, Director of Public Works:

"It was my privilege yesterday to inspect and wit-
ness in operation one of the new fire trucks which are
being used to stamp out fire in the fox'est regions. It
was revelation, indeed, to see this track in operation,
and I want at this time to congratulate you and your
department on the assembling of such an efficient
unit. I am sure it will do much in coping with the
serious situation which confronts the forest rangers
from year to year."

Supervisors of San Luis
Obispo County Give Praise.

APPRECIATION of the services of Gover-
nor C. C. Young, B. B. Meek, Director of
Public Works for California, and the State
Highway Commission has been officially ex-
pressed by the board of supervisors of San
Luis Obispo County.

A resolution, presented to the board by
Chris N. Jespersen, assemblyman from this
district, was unanimously approved by the
board.

The resolution follows:

Whereas, the welfare of San Luis Obispo County
requires the development of and careful consideration
for the National Guard Training Camp, the Cali-
fornia Polytechnic School, and our highway system
and

Whereas, Governor C. O. Young, Director of Public
Works, Bert Meek and the State Highway Commis-
sion, together with its staff and engineers including
Divisional Engineer Lester Gibson, located at San
Luis Obispo, have shown at all times a proper appre-
ciation of and keen interest in the problems of our
county and the best interests of our training camp.
Polytechnic School, and that part of the state high-
way system within San Luis Obispo Countj', and

Whereas, this appreciation and interest has been
typical of the appreciation and interest of these men
in the affairs of this state and every community there-
in ; and has earned for them the commendation of the
people of this state ; now therefore

"Road Builders Unsung
Heroes of Perilous Job."

TPIE SAN FRANCISCO Examiner edi-
torializes under the heading quoted above
as follows:

Road building calls for the willingness to risk one's
life and limb, something motorists fail to realize when
they travel serenely over the smooth ribbons of high-
way now found everywhere.

Consider, for example, the case of Grant Merrill, a
maintenance superintendent for the State Highway
Department. He was making tests recently of the
snow in the High Sierra preparatory to instructing
his crews in its removal.

A powder cartridge he was using to test the depth
and condition of the snow exploded prematurely and
blew off his arm.

He might just as well have had one of his laborers
use this dangerous explosive and have saved himself,
but the road service has built up a tradition for quiet
courage just as great as those more picturesque arms
of government which the movies enjoy depicting.

It has proved itself in time of flood and in invading
danger spots to repair, sometimes at great hazard, the
ravages of storms.

The mountain road which the unthinking complain
of as narrow and inadequate was built by these men
hanging high above a gorge on road equipment not as
easily handled as a motor car.

And, though their courage goes unsung, their ranks
contain many Grant Merrills, superintendents who do
the dangerous work themselves.

Contractors Give
Loyal Cooperation.

THE CONTRACTORS of California will
do everything in their power through the
distribution of state highway money to allevi-
ate the damage caused in many parts of Cali-
fornia through the heavy frost of last spring.
This is the substance of a large number of
replies received by the Division of Highways
in response to its request that contractors
awarded state highway work employ, as far as
it is possible for thein so to do, local labor on
their contract and purchase supplies from local
merchants. A letter containing this request
has been included with every contract signed

18

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

by Director Meek within the past four months.
In this letter Mr. Meek calls attention to the
desirability of compensating to some extent
for frost losses through distribution to local
labor and local merchants of expenditures
upon state highway projects in their vicinity.
The response of the contractors has been
gratifying. A number of letters have informed
Mr. Meek that the policy outlined in his letter
had already been put into force. Other letters
applaud the soundness and desirability of the
plan.

Unique Highway Planting
Plan Is Proposed.

PLANS FOR sensational adornment of
desert stretches of the highway, east of
Banning, have been presented to the Redlands
Chamber of Commerce. A suggestion came
from E. A. Bay ley, assistant engineer of the
Los Angeles bureau of water and power, that
borders of ocotillos be planted along the high-
way.

Mr. Bay ley gave the chamber of commerce
a mental picture of a million long, upright
lances, all flaunting scarlet pennants at their
tips. Their color would suggest California to
the motorists. Mr. Bayley would arrange the
ocotillos in double rank over nearly 100 miles
of the shimmering desert between Mecca and
Blythe.

This, he declares would make the road the
most colorful drive in the world. It would be
unique, he says, among 6,500,000 miles of
highways criss-crossing the globe, and an ex-
traordinary tourist attraction.

Grange Is Pleased
With New Bridge.

The following resolution has been received
from Silverado Grange at Calistoga, Napa
County :

Whereas, The California State Highway Commis-
sion has just completed the construction of a concrete
bridge on the State Highway, about two miles north of
Calistoga, on the main highway between Calistoga and
Middletown, and thereby eliminating a dangerous curve
and bridge, that previously existed at this location ; and

Whereas, The board of supervisors of Napa County
gave their support to this undertaking by securing the
necessary right of way for the new alignment ; there-
fore be it

Resolved, That Silverado Grange in regular meeting
assembled the twentieth day of July, 1929, do hereby
thank and commend the California State Highway
Commission for this new improvement, and the board
of supervisors of Napa County, for their cooperation.

Highway Builders
Assist State In
Quarantine Work

The following letter of appreciation has
been received from G. H. Hecke, Director of
Agriculture :

Sacramento, Cal., July 15, 1929.
Mr. B. B. Meek, Director,

State Department of Public Works,
Sacramento, California.

Dear Mr. Meek : It was my intention to have
written you sooner in appreciation of the excellent
cooperation we have received from your men in dif-
ferent sections of the state relative to the construction
of our border quarantine stations. Mr. Norman
Undei-wood, who is a superintendent in Division No.
1 at Crescent City, very courteously and energetically
assisted in the establishment of our station there
within the very shortest possible time ; also the work
that was done under the instmction of District Engin-
eer, Mr. Comly, in connection with our Hornbrook
station, was handled most effectively.

In a letter of June 7 from Mr. Dennis, he advises
that an estimate is to be secured in connection with
grading and crushed rock work at our Truckee station.
This will add materially to the value of the station
there, and the Department of Agriculture will gladly
pay whatever the necessary charges are.

I assure you that I appreciate the assistance the
various men in your department have given us.

Very sincerely yours,

G. H. Hecke,
Director of Agriculture.

MR. AVERAGE MOTORIST, WHAT DOES

STATE HIGHWAY SYSTEM

COST YOU?

(Continued from page 1.)

Accordingly the need for income in Cali-
fornia today must be judged by the highway
standards of the present, and not those of
years ago.

Judged by these standards, the opinion,
entertained by many, that California today has
a surplus of state highway revenue is em-
phatically not true. Present income is ade-
quate if spent in an orderly and economical
manner, but it is not excessive.

It is no more possible for California to
operate in 1929 under the revenues of 1912
than it would be to build the pavements under
the standards of construction that prevailed
then.

A little fellow of our acquaintance wants to know
why vitamins were put in spinach and cod-liver oil
instead of in cake and candy. — Boston Transcript.

CALIFORNIA IIIOIIWAYS AND PUBLIC WORKS

19

Special Highway Study Launched

THE MOTORING public is now having
the opportunity of becoming acquainted
with the special traffic checking crew of
the Division of Highways. A tliree-man
]iarty started out July 10th to collect traffic
information on the various roads which are
to be considered in connection with recom-
mendations to be made by the Highway Com-
mission to the state legislature as required by
concurrent resolution of that body.

In order to ascertain if the traffic is "local,"
* * intercounty " or 'through" it is necessary
to stop each vehicle which passes any given
station. "Through" traffic is defined as
traffic which originates or terminates on a
state highway, regardless of the distance
traveled. "Intercounty" use is necessary to
determine the extent of joint use of a road
common to two or more counties. "Local"
traffic is that which originates on the par-
ticular road or from roads immediately tribu-
tary to it.

Five informational counts in all are to be
made. These counts will be for eight-hour
periods and at various hours of the day. At
least one count will be a night count.

Several density counts will be made at these
and other stations during the year, but these
counts will not interfere with or delay traffic.
The volume and type of traffic is to be re-
corded during the density counts.

The resolution of the legislature directed
the study, of which the traffic count is a part,
to determine :

(1) Roads not now in the state highway
system, which, in the opinion of the California
Highway Commission and the Department of
Public Works, should properly be included
in it;

(2) The extent to which there is a lack of
balance which prevents a well-ordered and
unified system, and the manner in which such
lack of balance may be corrected ;

(3) A study of the state highway system,
which will give information regarding the cost
of bringing the system up to a stage where
traffic on our highways is adequately and
economically served;

(4) The extent to which highways may be
added in the next two years to the state system
without unduly jeopardizing existing and
future maintenance and construction funds;
and

(5) Some method by which these mainten-
ance and construction funds may as soon as
])ossible be made available for the new roads
that may be added to the state system.

Other provisions contained in the legislative
resolution are :

Additions shall during the next two years
be made to the present secondary highway
system, totaling between 10 and 12 per cent
of existing state highway mileage, said mileage
to be added in the ratio of not less than three
or four miles in the south to one mile in the
north.

Under this provision it is intended to pro-
gressively correct the present disparity in
secondary highway mileage between the north-
ern and southern counties. In his message to
the legislature, Governor Young commented
as follows on this phase of the highway prob-
lem:

"The present highway system as built up
during previous administrations included only
525 miles of secondary roads in the southern
counties as against 1778 miles in the north.
This means that whereas the north has 1778
miles over which to spread its allotment of
secondary highway funds, the south has only
525 miles on which to use an equal allotment,
thus requiring that, until this lack of balance
is adjusted by taking in other roads which
may qualify for a place in the state system,
there must be an uneven development of the
secondary system in the two ends of the state.

"No one, I am sure, would wish to disturb
the equal allotment of funds to northern and
to southern secondary roads. It is obvious,
therefore, that an unsatisfactory condition
will exist until the present great disparity in
secondary mileage is reduced. The Highway
Commission assures me that on the basis of
preliminary investigations it is also obvious
that, in the 10 to 12 per cent increase referred
to above, they must of necessity recommend
the addition of three or four times as much
mileage in the south as in the north. This
addition will be confined to the secondary
system and by so doing it will more nearly
equalize the secondary mileage in the state. ' '

Other provisions of the resolution provide
that there shall be no change in the present
statutory division of secondary highway
funds.

20

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

A Tribute to the Highway Engineer

[From the Building and Engineering News^ San Francisco]

Back on the job after two weeks out in the
great open spaces.

Up the Redwood Highway — along a bit of
the Columbia River Highway in Oregon^ —
thence a return trip to the land of ''Sunshine,
Fruit and Flowers" via the Pacific Highway
into the world famous Yosemite National
Park.

God bless the highway engineer and the
fellows who follow in his path in the construc-
tion of roads and bridges that permit you and
I to travel from the four corners of this great
United States to any metropolitan city, town
or hamlet we desire to reach.

Words fail me in my desire to pay tribute
to the highway engineer. A noble profession.

Motor up the Redwood Highway through
Marin, Sonoma, Mendocino, Humboldt and
Del Norte counties into Grants Pass, Ore. A
ribbon of roadway surpassing any you have
yet driven over. See agricultural activities at
their best — cattle — timber. Redwoods and
more Redwoods — the Eel River — and — at the
end of your journey in Del Norte County view
the Pacific Ocean with its jagged edge at
Trinidad — "the fisherman's paradise." A
wonderful trip. Thanks to the highway
engineer.

Make the return trip on the Pacific High-
way. Circling the Siskiyou Mountains, a
second-to-none highway. Zigzag, bow-knot and
curl over this roadway. See the timbered
mountains. There just ahead, then on the
right, then left and again in the rear you have
towering Mount Shasta with its snowy peak
looming above like a huge cake covered with
frosting. A wonderful drive is the Pacific
Highway. Thanks to the highway engineer.

Continuing on we cut across valley and
mountain, river and creek, headed for the
Yosemite Valley.

Leaving Merced we motor over the All-Year
Higliway into the valley.

Tliis roadway is a monument to convict
labor working under the supervision of the
State Highway Commission. For this high-
way, rimning along the Merced River for
miles, we owe another debt to the highway
engineer.

Enter the Yosemite Valley. Trulv God's
masterpiece in California. On the left the
restless Merced River fast flowing to keep
ahead of its seemingly never ending end

thundering down the many falls throughout
the valley.

Look here on the left and see El Capitan,
that huge stone mountain which commands
.your attention upon entry and departure from
the valley. Pass the lodge and view Yosemite
Falls. Continuing on look above and see
North Dome and just ahead the closing section
of the valley. On the right higher up you see
Half Dome, another mountain of rock, then
just a bit to the right again you have Glacier
Point and farther on Bridal Veil Falls, the
Cathedral Spires and the Three Brothers.

Again thanks to the highway engineer. Good
roads lead into Yosemite Valley. Roads that
traverse through and around beautiful
country.

"See America First" is a good slogan.

However, "See California First via State
Highways" is a better one.

In paying tribute to the highway engineer
the Ma-iter does not seek to belittle the high-
way contractor for his part in making Cali-
fornia's wonderful highway system. The
writer paj^s tribute to the man who "created"
the system, not to the man who follows with
blueprints, machinery, rock, steel, cement and
other materials.

The highway engineer goes first. A big city,
a barren valley, a mountain or a body of water
is before him. He must lay out the line. He
must lay out the best route to permit traffic to
proceed with speed and safety. He must lay
out the most economical route, for highways
cost money. From his survey figures the road
is created on blueprints. Nothing remains but
for tlie contractor to read the prints, assemble
materials and equipment and complete the
project.

In the past I considered the architect as the
great "Creator" on earth. Today we view a
vacant lot in the downtown section. Six
months from now on that same lot we view a
towering skj^scraper. From blueprints of the
architect the structure was "created" with a
quantity of rock, sand, steel, lumber, cement,
etc.

The architect has his site located, knows the
exact amount of money his client desires to
put into his structure and proceeds with his
ideas to "create." His "creation" takes
effect in a modern office.

God bless the highway engineer. And now,
vacation is over. Back to work.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

21

Road Improvements Secured Through
New Contracts Awarded During Month

The followiiiii' summaiy shows the awards of contracts from June 25 to July 25, the sections
to he improved under these contracts, and the character of their improvement. In accordance
witli the policy of the Division of Highways, the award of contracts is timed to take advantage
of favorable climatic conditions for road building. Thus winter work is largely concentrated
in southern California and summer work in the northern part of the state.

Will Stop Road Flooding.

W. J. Nethery and Son, Riverside. — Two reinforced
concrete bridges, one across San Antonio Creek at Po-
mona and one across Collins Creeli about 4 miles east
of Ontario, both on the state highway extending from
west of Claremont to Riverside. These bridges are
being consti'ucted on the existing highway to eliminate
a bad condition due to the flooding of the road at these
points at times of excessive rainpour. The plans call for
three 27-foot reinforced concrete girder spans and
three 14-foot reinforced concrete slap spans with
approaches graded and paved to both bridges ; contract
price .$33,170.65.

Eliminates Dangerous Bridge.

Bodenhammer Construction Company, San Diego. —
A concrete reinforced girder bridge across Cottonwood
Creek in Tehama and Shasta counties, consisting of
twenty GO-foot spans on concrete piers. This new
bridge is being built on improved alignment which
eliminates the present crooked county road and an old
dilapidated bridge. It provides a longfelt need on
this highway, as it was considered the worst portion
of the Pacific Highway between Sacramento and
Redding. Contract price, .$1.59,827.

Widens Road, Betters Crossing.

Valley Paving and Construction Company, Visalia.
— Grading and paving with Portland cement concrete
a section of the A''alley Highway, 4.1 miles long, be-
tween Berenda crossing and Califa in Madera County.
This improvement will replace the present road which
consists of a 15-foot concrete pavement lying east of
the railroad between Califa and Berenda. The new
road is on the west side of the railroad and will cross
the railroad near Califa at a grade separation struc-
ture to be built under another contract. The new
road will eliminate the crossing at Berenda by making
the crossing at Califa, which is also the junction with
State Highway Rt. 32 (Pacheco Pass), thus providing
one crossing to serve traffic on both routes. Contract
price. .$104,511.10.

Reolaces Narrow Bridge.

Ben C. Gerwick, Inc.. San Francisco. — Bridge across
Salinas River at San Ardo, consisting of ten 100-foot
steel deck truss spans and seventeen 37-foot rein-
forced concrete girder spans. This structure will
replace the present bridge which is only 15 feet wide
and as built by Monterey County in 1907. It is in
poor condition, and by reason of its location on the
Coast Highway is subject to a large amount of traffic
at all times of the year. Contract price, .$233,107.

Sur'aces Highway.

Montfort and Armstrong. Sacramento. — Three-mile
section to be graded and surfaced with untreated
crushed gravel or stone between McGee Creek and

Convict Creek in Mono County, on the Bishop-Bridge-
l)ort road. The roadbed is to be graded to a width of
24 feet with surfacing 20 feet wide.

One-Way Road Replaced.

Camino Construction Company, Palo Alto. — Rein-
forced concrete bridge 40 feet long over Markleeville
Creek in Alpine County and constiiicting a graded
roadbed 24 feet wide with surfacing 20 feet wide and
8 inches thick of untreated crushed gravel or stone.
This project constitutes a new road alignment and a
relocation of the bridge across Markleeville Creek,
replacing the present one-way crooked road and an old
bridge. Contract price $17,536.

Eliminates Narrow Trestle.

Larsen Brothers, Sonoma. — Constructing a graded
roadbetl 36 feet wide and placing gravel or stone sur-
facing 20 feet wide from Arno to McConnell Station
in Sacramento County on the Valley Highway. This
project is a link in the main ti'aveled highway between
Los Angeles and Sacramento via Stockton and is
known locally as the Upper Stockton Road. There is
a heavy traffic over it. Bridges across the Cosumnes
River and overflow are being built under another con-
tract. This improvement will eliminate the present
narrow trestles across the Cosumnes River overflow.
The crashed gravel or stone surfacing will serve traffic
for a year while the fills are settling and will provide
a base for the pavement to be placed next year. Con-
tract price, $57,098.50.

Widen Bridge, Better Alignment.

W. L. Proctor, Santa Rosa.- — Bridge across Novate
Creek, one mile south of Nova to in Marin County on
the Redwood Highway. The new bridge will replace
a present narrow bridge and will be built on an im-
proved alignment. The structure will consist of four
34-foot reinforced concrete girder spans on pile bents.
Contract price, $27,961.

Corrects High Crown on Narrow Fill.

C. W. Wood, Stockton. — Three and one-tenth mile
section to be graded and )iaved with Portland cement
concrete between Banta and the San .loaquin River in
San .loaquin County. This section is a part of the
highway locally known as the "West Side Road" or
"Tracy Highway." It carries a heavy traffic from
Oakland and San Jose to Stockton. The improvement
will eliminate the present high crown pavement on
the narrow fill. The roadbed is to be graded 36 feet
wide with a Portland cement concrete pavement 20
feet wide. Contract price. $141,-525.24.

Steep Grades Overcome.

T. E. Connolly, San Francisco. — Nine and three-
tenths miles to be grade<l between Airport and Indian
Springs in Placer and Nevada counties on the Victory

22

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Highway. This now section will eliminate the steep
and danKoroiis hill at Crystal Lake. Two railroad
separation striiftures are to be built under separate
contrafts. which will eliminate the present dangerous
crossing through the snowsheds at Immigrant Gap and
Crystal Springs ; roadbed to be graded 28 feet wide.
Contract price, $396,385.

Widens Highway.

Haiirahan Construction Company, San Francisco. —
Grading and paving 8.7 miles between Hayward and
Niles in Alameda County. The project calls for con-
structing a graded roadbed 47 feet wide and placing
Portland cement concrete and asphaltic concrete pave-
ment to a width of 20 feet. This section is a part of
one of the two main arteries extending south from the
East Bay cities. It carries a very heavy traffic. The
present 18-foot pavement is too narrow to serve this
traffic. The undeniass at Niles is to be improved by
building a new underpass for pedestrians and using
the space of present sidewalk for an increased i-oad
width. Contract price, $325,305.85.

Replaces Inadequate Bridges.

M. R. McGowan, San Francisco. — Construction of a
reinforced concrete bridge, consisting of two 47-foot
6-inch spans and three 60-foot spans with 24-foot road-
way, across Shasta River in Siskiyou County on the
Pacific Highway. This project is about 5 miles north
of Treka. This is one of three bridges to be built in
Shasta Canyon on new alignment on this route, replac-
ing i>resent inadequate bridges. Contract price,
$29,411.25.

San Anselmo Pavement.

A. G. Raisch. San Francisco. — Paving 0.6 mile with
asphaltic concrete through San Anselmo in Marin
County. Contract price, $10,417.

Timber Bridges.

M. .1. Bevanda, Stockton. — Construction of timber
bridges and approaches at Yerba Buena Creek in San
Luis Obispo County. Contract price, $9,608.30.

Cement Bridge.

William Lane, Paso Robles. — Construction of a re-
inforced concrete bridge over Graves Creek in San
Luis Obispo County. Contract price, $10,977.50.

Better Cosumnes Bridge.

Grittitli-IIunter Company, Sacramento. — Bridge
across Cosumnes River and ovei*flow channels in Sac-
ramento County on "Upper Stockton Road." The
contract calls for the construction of a bridge consist-
ing of four 54-foot reinforced concrete girder spans
on concrete piers and 437 feet of timber trestle ap-
proaches on pile bents across the main channel, and
two bridges across overflow channels, one consisting
of 285 feet of timber trestle and the other 836 feet of
such trestle. This project is a part of the main
valley route from Sacramento to Los Angeles and
carries a heavy traffic. The present structure which
will be replaced consists of a steel bridge across the
main channels and wooden trestles across the ovei'flow,
all in poor condition. Contract i)rice. $126,850.50.

Safer Crossing.

Peninsula Paving Company. San Francisco. — Grad-
ing and paving 10.3 miles between Chualar and Salinas
in Monterey County on the Coast Highway. The road-
bed is to be graded to a width of 36-feet and an
asphaltic concrete pavement laid 20 feet in width. The
alignment of this section has been revised to eliminate

the right-angle turns at the railroad crossing at
Spence, at which point an underpass will be built
under another contract. Contract price, $236,484.85.

Improved Alignment.

George .J. Ulrich Construction Company, Modesto. —
Bridge across Arcade Creek in Sacramento County on
the Auburn Boulevard. This bridge is being built on
improved alignment and will I'eplace the present
narrow bridge and its dangerous approaches. Con-
tract price, $13,131.50.

Stockpiling Material.

Ilein Brothers and Chittenden, Napa. — Placing and
stockpiling crushed rock surfacing on the existing
roadbed at different locations from Susanville to a
point 2 miles west of Milford in Lassen County on
the Lassen Boulevard. This project will enable
economical operation of this section of highway upon
which traffic has increased heavily since the improve-
ment east of Susanville. Contract price, $38,536.90.

Last Gap Improved.

Deveri and Company, and J. A. Maddox, Klamath
Falls. — Constnicting a graded roadbed 56 feet and 24
feet wide and placing crushed rock surfacing 20 feet
wide from Goodrich to Coppervale in Lassen County,
on the Red Bluff-Susanville Highway, a distance of
4.38 miles. This is the only remaining gap on this
road, other portions being either improved or under
construction. Contract price, $68,212.20.

Betters Surface.

Jack Casson, Haywai'd. — Placing on existing sur-
face a bituminous surface treatment consisting of
screenings and asphaltic road oil, extending 14.5 miles
from the Klamath River to the Oregon line in Siskiyou
County on the Pacific Highway. Contract price,
.$17,876.50.

Pacific Highway Bridge.

Carlson Brothers, Turlock. — Reinforced concrete
girder bridge across !Mears Creek, 5 miles south of
Castella. Shasta County; bridge structure consists of
one 60-foot span and two 44-foot spans on concrete
piers and abutments ; contract price $19,978.80.

Paves to County Line.

A. Teichcrt »& Son, Inc., Sacramento. — Constructing
a graded roadbed 24 feet wide and placing a bitumin-
ous macadam pavement 18 feet wude for 5.9 miles
between tlie Bstrella River and the Sacramento Ranch
in San Luis Obispo County on the Cholame lateral.
This project is a portion of the Chohune lateral which
connects the Coast Highway with the San .Joaquin
Valley. When completed it will be the last unit of a
jiaved highway from Paso Robles to the Kern County
line, and Avill provide adequate facilities for the
rapidly increasing traffic over this route. Several
dangerous cun^es will be eliminated. Contract price,
$76,776.90.

Easier Curves, Better Alignment.

Basich Construction f\)mi)any, Los Ang(>les. — Con-
structing a graded roadbed .36 feet wide and placing a
Portland cement concrete pavement 20 feet wide be-
tween Kitchen Creek and La Posta, 3.9 miles in San
Diego County. This project is a portion of the San
Diego to Fl Centro road. Several short radius cui*ves
will be eliminated and the alignment and grade im-
proved generally. Contract price $186,446.

(Continued on page 25.)

CALIFORNIA HIGHWAYS AND PVBIJG WOR

-^.

23

CALIfORNIA HIGHWAYS AND PUBLIC WORKS

Official journal of the Division of Highways of the
Department of Public Works, State of California ;
published for the information of the members of the
department and the citizens of California.

Editors of newspapers and others are privileged to
use matter contained herein. Cuts will be gladly loaned
upon request.

B. B. Meek Director

George C. Mansfield Editor

Address communications to California Highways and
Public Works. P. O. Box 1103, Sacramento, California.

Vol. 7

JULY-AUGUST, 1929

Nos. 7-8

DIVISION OF HIGHWAYS

DEPARTMENT OF PUBLIC WORKS

STATE OF CALIFORNIA

C. C. YOUNG, Governor
B. B. MEEK, Director, Department of Public Works

CORNING DE SAULES, Deputy Director, Department
of Public Works

C. C. CARLETON, Chief of Division of Contracts and

Rights of Way
GEORGE C. MANSFIELD, Editor, California High-

ways and Public Works

CALIFORNIA HIGHWAY COMMISSION

RALPH W. BULL, Chairman, Eureka

J. P. BAUMGARTNBR, Commissioner, Santa Ana

M. B. HARRIS, Commissioner, Patterson Bldg., Fresno

JOSEPH M. SCHENCK, Commissioner, c/o United

Artists Studio, Santa Monica Blvd., Los Angeles

FRED S. MOODY, Commissioner, 6 40 Kohl Bldg.,
San Francisco

C. H. PURCELL, State Highway Engineer, Sacramento

HARRY A. ENCELL, Attorney, San Francisco

HEADQUARTERS STAFF, SACRAMENTO

G. T. McCOY, Administrative Assistant

L. V. CAMPBELL, Office Engineer

T. E. STANTON, Materials and Research Engineer

FRED J. GRUMM, Engineer of Surveys and Plans

C. S. POPE. Construction Engineer

T. H. DENNIS, Maintenance Engineer

CHAS. E. ANDREW, Bridge Engineer

R. H. STALNAKER, Equipment Engineer

E. R. HIGGINS, Chief Accountant

DISTRICT ENGINEERS

F. W. HASELAVOOD, District I, Eureka

H. S. COMLY, District II, Redding

CHARLES H. WHITMORE, District III, Sacramento

J. H. SKEGGS, District IV, San Francisco

L. H. GIBSON, District V, San Luis Obispo

E. E. WALLACE, District VI, Fresno

S. V. CORTELYOU, District VII, Los Angeles

E. Q. SULLIVAN, District VIII, San Bernardino

F. G. SOMNER, District IX, Bishop

R. E. PIERCE, District X, Sacramento

■Oeneral Headquarters, Third Floor, Highway BuildinST,
Eleventh and P Streets, Sacramento, California

'm.

THE OPEN ROAD

i:\ .lAv I-

l'>i:.\M.\.N', Kisidciit iOngineer,
I'a.xton, California

The open road ! When man first caught
A widening vision ; when he thought
Dim distance might new beauties hold,
And strange new knowledge might unfold,
He then the far adventure sought.
He journeyed forth, by ways untaught ;
The path was rough, and danger fraught,
For those who sought, in days of old,

The open road.

But pressing onward, fearing nought ;
With growing knowledge, dearly bought;
With groping footsteps, toil untold,
For future men to have and hold ;
Through earth and sea and sky we've wrought

The open road.

THE CONCRETE MIXER

I'm the Concrete Mixer;

Old, and ugly, and noisy ;

That's me.

I'm all rusty, and

I'm all covered with mud,

But, believe me,

I can work.

I take your gravel,

Your sand, and cement.

Into my stomach,

And mix it around.

Then pour it forth,

Tour precious Concrete,

For you to fashion into

Buildings, and roads.

And statues.

I'm crude, I know ;
But, I love buildings.
And roads, and statues.

Hugh Brown, Palo Alto.

JOY SEEKERS

By Charles Horace Meiers, Santa Cms

Away on the smooth straight highways

The automobiles speed along,
With riders from countless byways,

To join the great joy-seeking throng.

The honk of the olaxon is vicious.

Or kindly, impatient or gay ;
Sensations are chiefly delicious

As pleasure-crowds go on their way.

That fortune is ample, or meager.
The kind of a car tends to show;

But all are delighted and eager
To leave care behind as they go.

Away on the smooth straight highways

The automobiles speed along ;
And riders come in from the byways

With hearts full of laughter and song.

24

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

State Highway Progress Reports

FRESNO COUNTY

Day labor forces have completed oil mixing 14 miles
of the Sierra-to-the-Sea Lateral from 7 miles west of
Coalinga to the JNIonterey County line.

Tieshiii Bros, of Berkeley were successful bidders on
the surfacing of oil mix material for 7 miles, from
Coalinga west on Route 10. The work is expected to
start at once.

Camp has been establshed at Kings River Canyon
for the reception of convicts and the first crew of con-
victs arrived July 1, to start work on this route into the
high Sierra.

KERN COUNTY

Force, Currigan & McLeod, Contractors on Route 57,
from Bakersfield to the mouth of Kern River Canyon,
are making rapid progress on their contract for grad-
ing and surfacing.

C. W. Hartman of Bakersfield is nearing completion
of work on his contract for grading and rock surfacing
between Pentland Junction and Route 4 on Route 57.

MADERA COUNTY

Hanrahan Company completed their contract for
building approaches and paving to the Herndon Bridge
over the San Joaquin River.

The Valley Paving Company were low bidders on 4.1
miles of grading and concrete paving between Berenda
and Califa.

MARIPOSA COUNTY

Basich Bros, are completing their job of grading and
placing crushed rock on their section of the Tosemite
All Year Highway.

Oil mixing work is under way from Briceburg to
Mariposa and it is expected this work will be com-
pleted by August 1.

MERCED COUNTY

Widening of grade and extending culverts by day
labor is completed on the Merced section of the
Yosemite Highway. This work is being done by day
labor forces.

Oil mixing of shoulders and slopes north of Merced
is under way and will soon be completed.

MONTEREY COUNTY

Bids are being received for the reconstruction of the
Coast Highway from Salinas to Chualar, a distance of
10 miles. Reconstruction includes grading a 36-foot
roadbed and placing a 20-foot asphalt concrete pave-
ment. It is also proposed to eliminate the grade cross-
ing of the Southern Pacific tracks near Spence by
making a change of line about 0.6 of a mile in length,
and constructing an underpass. Plans for the subway
are being prepared by the Bridge Department.

A change of line 1.5 miles in length at the approaches
to the new bridge to be built across the Salinas River
at San Ardo have been prepared. Bids on the bridge
were received June 26, 1929.

Plans are being prepared for a change of line about
one and one-half miles in length for a new crossing at
the Salinas River at Bradley. A new bridge is con-
templated at this point also.

Construction work with convict labor is in progress
on the Coast Highway (San Simeon-Carmel) in the
vicinity of the Little Sur River, and of Villa Creek. A
crew of 85 men and 2 power shovels are working at
Little Sur, and 110 men and 3 shovels are working at
Villa Creek. Surveys for the completion of this scenic
route are in progress on the coast opposite Jolon. Ap-
proximately 5.9 miles of grading are complete, and 1.1
miles have been rough graded at these two locations.
AVli^n the convict camps are moved farther in from
each end, the public will be permitted to drive over
this newly graded road, and will be treated to some of
the most picturesque coastal scenery in the state.

SAN BENITO COUNTY

Plans have been completed for a minor line change
on the Coast Highway near the San Benito River.
Th's is a l)etterment of the alignment of a reverse
curve.

SAN LUIS OBISPO COUNTY

On the Cholame Lateral, from 1.7 miles west of
Shandon to the Kern County line, 15.4 miles of grad-
ing and paving with bituminous macadam on a water-
bor.nd hjise IS feet wide are nearly complete. A.
Teichert & Son are the contractors.

The reconstruction of the Coast Highway between
Pismo and Arroyo Grande, 3.3 miles in length, has
just been completed by the Cornwall Construction Co.,
Contractors. This is Portland cement concrete pave-
ment 30 feet wide through Pismo and 20 feet wide for
the remainder of the job. The Hunt process was used
for curing the pavement. An improvement district
has contracted for widening the pavement through
Pismo to a width of 65 feet, and the Cornwall Con-
struction Co. are doing this work also.

Just north of the city limits of San Luis Obispo a
change of line one mile in length has been completed
by Ariss-Knapp Co., Contractors. This road has been
surfaced with a waterbound macadam and an oiled
macadam surface course. This change eliminates
some very dangerous alignment and steep grades.

Bids have been received on surfacing and oiling a
portion of the Cholame Lateral from the Estrella
River to the Sacramento Ranch, a distance of 5.9 miles.
This will be similar construction to that on the adjoin-
ing section, which has just been completed as noted
above. The completion of this stretch will give, with
the concrete pavement out of Paso Robles for 11.5
miles, a hard-surfaced road for the entire length of
this road in San I.iUis Obispo County.

M. J. Bevanda was recently awarded the job which
consists of grading and paving with a 20-foot Port-
land cement concrete pavement from Cuesta to one
and one-half miles south of Santa Margarita, a distance
of 1.9 miles. This work straightens the present align-
ment and increases the sight distance on vertical and
horizontal curves.

Bids were received in District V office for grading
and surfacing with screened gravel on a portion of the
Carmel Highway, 0.9 of a mile north of Cambria,
about one mile in length, through Cambria Pines.
Tiffanv. Mclteyiiolds & Tiffany were low bidders.

Plans have been completed for the reconstruction
of the Coast Highway from Atascadero to Paso Robles,
a distance of about 10 miles.

CALIFORNIA IIKJHWAYS AXD FUIifJC WORKS

25

A lU'W .simp buikliiiK foi" t'le District l'](iuii)iiient
Pepartnu'iit has boeii fompleted. This is located on
district propi'rty in San T^uis Obispo, ac(iuircd about a
year ago. The lOciuipnient Department has moved into
their new quarters and are very much pleased with
the new oftices and shops.

GOOD ROADS

SANTA BARBARA COUNTY

The Coast Highway between Naples and Goleta (3.5
miles) is being graded and paved (second story) with
asphaltic concrete 20 feet in width. Sam Hunter is
Contractrir. It is expected that this work will be
completed in July.

Between Benham in Ventura County and Carpin-
teria in Santa Barbara County, a change of line 1.2
mi'es j I length is unrlHi- construction. McCray Company
are Contractors. It is expected that this work will be
completed in October. This change includes an over-
head crossing which eliminates a narrow subway with
dangerous approaches, and a considerable shortening
of the length of road.

The overhead structure crosses the main coast line
of the Southern Pacific Railroad at a very flat angle,
making the length 570 feet. Paul M. White is Con-
tractor. The bridge is under the supervision of the
Bridge Department.

The Cornwall Construction Company, Contractors,
have completed 0.3 of a mile of 30-foot concrete pave-
ment in Montecito.

Plans are being prepared for changes of line and
reconstruction through Gaviota Canyon.

TULARE COUNTY

]\Iasonry wall at a dangerous point on Route 10, east
of Lemon Cove, has been completed by day labor forces.

HIGHWAY WORK AND EMPLOYMENT

Information is now being collected by the
Division of Highways showing the eifect of
highway work on the unemployment situation,
both as regards employment of labor directly
on the state highway by contractors and the
state and indirectly in the manufacture of
materials, e(iuipment and the like.

ROAD IMPROVEMENTS SECURED

THROUGH NEW CONTRACTS

AWARDED DURING MONTH

(Continued from page 22.)

Bridge on Highway Under Construction.

Lord and Bishop, Oroville. — Timber bridge across
Little Sur Kivcr about 14 miles south of Carmel on
the Carmel-San Simeon Highway, now being built by
convict htbor. Tlie structure will consist of one 50-
foot deck truss span on concrete piers and fourteen
19-foot spans on frame bents, concrete footings. Con-
tract price .'^27.454.

Approaches to Railroad Crossing.

Tieslau Brothers, Berkeley. — Constructing a
graded roadbed 24 feet and 28 feet wide and placing a
crusher run base 20 feet wide at Magra in Placer
County. This pro.iect, which is 1.4 miles in length,
provides the approaches to the overhead crossing at
Magra. now under construction. Contract price,
^22,836.

(Jood roads are friendly things; they link the town
With (-(Uinty seat, promote the godly i)lan
Of commerce blended with the heart of man.

Wlu) fares the roadways forth may wear a crown

Or link his name anc<'stral with renown,
I'ut here he joins with all the common clan
In universal brotherhood of man

And wears the bronze of woodland's golden brown.

(rood roads are helpful things ; they prove their good
By making distan<'es a thing of song.
The market's call, the school's resounding gong
Are music for the tiniply, anxious throng ;

While joining states, through ways of vale and wood,

They make a Nation just a neighborhood.

— Piatt Young, in Georgia Highways.

NORTH CAROLINA— Over 40 miles of machine-
finished asphalt top pavement was completed in 1928.
The finishing machine used on one large project saved
$20 a day over hand finishing.

FIRE ENGINES FOR FIELD AND
FOREST

(Continued from page 5.)

At about seven in the morning the field
kitchen equipment of the truck was brought
into play and ham and eggs were used to
revive the spirit of the truck crew.

In looking over the burnt area after the
fire, the hills were black as far as the eye could
see in some directions, and in riding through
it, the remains of what was once a farm house
or barn could occasionally be seen.

Practical assurance that this fleet of fast
fire-fighting trucks will be increased to eight
in the immediate future, has been given today
by State Director of Finance A. R. Heron.

With four of the forest fire engines already
in service, Mr. Heron announced that in view
of the established effectiveness of the new
equipment in suppressing dangerous fires it
is planned to rush the building of four addi-
tional trucks authorized for next year.

The fire engines now in service are stationed
at Riverside, Ukiah, Auburn and Bakersfield,
operating in contiguous territory.

Additional trucks are badly needed, State
Forester M. B. Pratt announced, particularly
to work out of Redding and Santa Cruz.

Built especially for the state service on
recommendation of Governor Young's forest
fire committee and State Forester Pratt, the
fire trucks were planned by Prof. J. B. Fair-
banks of the State College of Agriculture and
Russell Stalnaker, equipment engineer of the
Division of Highways, and designed by Frank
E. Burnside, shop sui)erintendent.

26

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Bureau Chief Writes
Preface To New Book
On Highivay Problems

WASHINGTON, D. C— A timely publication in-
volvint; an cxtpiisive study on tho subject, "Hisliway
Construction, Administration, and Finance," is an-
nounce<l by tlie Ilislnvay Education Board.

It deals witb the planning of a national hishway
system, with the various types of road suitable for
differin;; traffic conditions, and witb methods of financ-
ing such liiKlnvay building. The studies are by E. W.
.Tames, chief of the division of design, United States
Bureau of Public lioads. and now on leave in Colom-
bia assisting that South American government in
organizing a road-building program. The booklet is
print(>d in Sitanish. Portuguese, and English.

"I'oor roads." says Thomas PI. MacDonald, chief of
the United States Bureau of Public Boads, in an
introduction, "cost more than do adefpiatoly serviceable
roads. Roads built with honest administration and
skilled technique have an earning capacity far beyond
their cost. So the serviceable public highway has
every right to be listed as an asset and not as an
expense. It has ah'eady been well demonstrated that
the highway can eani its upkeep, plus a very high
profit on the investment.

"Road tolls collected in the form of motor vehicle
license fees and gas taxes in the United States amount
to a very large percentage of the annual highway bill,
without excessive cost to the individual user. The
very fact of relatively low taxes has encouraged the
enormous use of the roads by so large a number of the
public. This accounts for the high income from the
roads in actual financial returns. It ])roves the value
f)f good highways."

Recognizing that the financial i)roblem involved in
the highway jirogram is in all countries "the funda-
meut.-il and difficult one to solve." ]\Ir. James iioints
out that, ill order to keeji expenditures to a minimum,
three things must be attempted:

1. To select the right roads to be improved;

2. To dctcrmiiic the correct types to build at any
time; ;iiid

3. To build iirogressively. but so tliat all work done
may be salvaged in future Avork.

The best method, he assei'ts. is "deliberately to plan
a national highway system." It matters not, he adds,
that pifuieer roads and trails have (h>veloped. that
some roads already have been imiiroved. that cities
biive grown and the niral districts have been put
under cultivation. Such study, he says, may disclose
errors of the past and may lead to a <'hange in loca-
tion and iiriority of constniction foi- many miles of
liighways. but if it does it saves moin^v.

"Studies of highway systems made in the United
States during the jiast three years," sa.ys Mr. .Tames,
"clearly demonstrate the value of such work even at a
late date. But obviously the earlier in the highway
history of a country such studies are made the greater
good will flow from them."

The general cli:iracter and condition of economic
(levelo|imeiit. as revealed in (lat:i l);ised on iioimlation.
agricultur;il pi'oduction in tonnage for general crops
and in cost for si)ecial crops, such as dairy jiroducts
delivered directly for consumption, and manufactured
]n-oducts by cost, must be surveye<l, it is stated, in
ap])roacbing a national or state highway plan. Other
factors which must be considered include topography;

Forest and State

Officials Work to
Save Boad Scenery

The following self-explanatory letter lias
been received by Director B. B. Meek from
S. B. Show, District Forester, with head-
quarters at San Francisco :

Mr. Barrett's letter to Mr. Purcell expresses accu-
rately what the Forest Service has in mind in regard
to protection of scenic values along state highways.
You are correct in assuming that we do not intend
to issue permits for buildings or structures within
less than 100 feet of the center line of state high-
ways on national forest land except in very unusual
circumstances. I hope that .vou will understand that
on private lands within the national forests we have
no authority to regulate the placing of buildings and
that on such lands the problem will have to be handled
by the Commission.

You understand, too, I am sure, that we have a
number of existing permits under which buildings
have been constructed within less than 100 feet of the
center line of state highways on natioiml forest land.
Where such circumstances exist it is our desire and
intention to remedy the situation as rapidly as pos-
sible but even with our best efforts it is certainly
going to take time to work out case by case these
complications. It is our desire to work in closest
possible harmony with the Commission in future
developments along state highways and I am sure the
forest supervisors will be glad to discuss with your
division engineers permits which may arise in the
future. I think you understand that our wishes are
identical with your own. viz., to preserve to the
maximum possible extent the scenic values along the
state highways and not to clutter up the edges of the
highways with unsightly structures.

A'ery sincerely yours,

S. B. Show,
District Forester.

existing traffic on the roads and the classification of
this traffic ; and the probable adecjuate mileage of
roads in the system as a whole and in the several
l)olitical or economic subdivisions thereof.

Emphasis is laid in the Highway Education Board's
report on the importance of the progressive method of
road building which, it is asserted, is "the only way
jiossible to give service within any reasonable iieriod
to a state or nation which yet has most of its pioneer
roads to improve."

As to financing it is declared that "roads should be
built only to the ext(>iit and of such types as will i^ay
for themselves." Every jiiece of construction, it is
asserted, should be itlanned with an e.ve to the future
and to the possibility, indeed to the probability, that
a betterment of tyix' will be required. Any highway
expenditure to be justified must be earned by the road
in the form of cheajter transiiortation, says the report,
which argues that highways are fundamental require-
ments in .•! healthy, progressive, prosperous, and
ambitious nation.

"She's a very nicely reared girl, don't you think?"
"Yeah. She don't look so bad from in front,
either." — Desvlnitcs ]''nie Eclioes.

CALIFORNIA HIGHWAYS AND PUIilJG WORKS

27

MAGNIFICENT HIGHWAY IS
FORMALLY OPENED

(Continued from page 8.)

Vou lijivo been iiiiticiit and loii^' siif'fcriii}!;. We liavo
built it as soon as it was humanly possiblo, since we
came into ottice. as fast as ko<'(1 enKineenns' and fjood
construction practice would permit. We are already
pianninu a liiKluvay twice as wide in view of the tre-
mendous tratiic that we know it is soins to have to
bear. We have already made our plans for this in the
excavations.

COMMISSIONERS SPEAK

Commissioner Harris of Fresno declared :
"This wonderful Southland amazes me every
time I come into it and see the growth you
have made."

California will soon have a jtopulation of 15.000,000
or 20,OtK),000 and we propose to build roads adequate
for its traffic. We are making studies of future needs
and are plannins' for the future — planning for the con-
struction of the best that can be built, the best in the
world. We are Californians building California roads
and to us there is no north, no south, no east, no west,
but one grand state, and highways are the best means
of cementing the people of the different portions of
our commonwealth.

Commissioner Baumgartner of Santa Ana
asserted that ' ' the completion of this wonder-
ful highway shows that there is no insur-
mountable obstacle to the accomplishment of
a wortliv thing when California undertakes
it."

I like to think of these great highways not in local
terms, but in national terms, even in world-wide
terms. This wonderful highway stretching up the
coast from Mexico to Canada, over 2000 miles in
length, belongs to the world and binds together the
peoples of three nations.

Those bluffs to the south of you in the direction of
Santa Monica will within a few years be surmounted
by magnificent homes rivaling in beauty the famous
castles on the Rhine. This road will belong to the
ages and will stand as a monument to the peace of
this Golden Age, as the Roman roads stand today as a
monument to the soldiei's of the Caesars.

Commissioner Moody of San Francisco,
spoke briefly, expressing the hope that "the
good ]ieople of this section will live for years
to enjoy this magnificent highway which Gov-
ernor Young dedicated today to your use and
enjovment and to that of the people of the
world."

FACTS ABOUT THE ROAD

Here are some facts relative to the road :
State Highway No. GO, Oxnard to Siuita Monica,
was added to the state highway system by the 1919
Bond Act appropriating .$40,000,000 and adding addi-
tional highways to the system, this route being
described as Oxnard to San Juan Capistrano.

The section from Oxnard to Santa Monica is 45.6
miles long, of which the first 10 miles, or until Point
Magu is reached, lies through low cultivated areas

and across tide flats where material had to be hauled
in to give a sufiicient height to the embankment that
carries the roadway.

From Point Magn to Santa Monica the remaining
3.(i miles lie among the face of the cliffs that dip into
the ocean except at Dume point where the road turns
inland for a distance of about 2l^ miles and is at a
maxinuim distance of a]>proximately II/2 miles from
the ocean.

The first contract covered the constniction of 20
foot Portland cement concrete pavement between
Santa INIonica and Los Flores canyon, a distance of
7.4 miles. This contract was awarded to Lee Moor
Contracting Company in November, 1922.

The close approach to each other of sea and cliff
made surveys for the road's location exceedingly diffi-
cult and the road as located required the removal of
a very large yardage to secure the necessary recess in
the cliff's contour to permit the road's completion. A
total of 2,440,500 cubic yards has been moved under
the various contracts. Various methods have been
used to protect the slopes of the I'oadbed from the
destructive action of the waves.

Twenty-four groins consisting of timber frames filled
with large boulders have been constructed at various
points. These groins extend at right angles to the
beach and are about 60 feet in length.

Over 40.000 cubic yards of heavy rip-rap have been
placed at places where the wave action is more severe
or where erosion of the retreating waves has threatened
the stability of the slopes.

Three hundred reinforced concrete shells have been
constructed, placed upon a prepared foundation and
then filled with concrete to act as a first line protec-
tion for further protection work to follow.

Six hundred linear feet of rock filled cribbing has
been constructed near Magu wharf as a guard against
the encroaching seas.

All grading, paving and shore protectif)n work on
this route was do7ie by the state at a cost of .$3,865,000,
of which $2.34.000 was spent or allotted for shore pro-
tection work completed or under Avay. Original funds
were obtained from 1919 bond issue of .$40,000,000.
Additional funds for completing this section were ob-
tained from the additional one cent gas tax of 1927.
Bridges were built b.v Ventura and Los Angeles
counties.

CONCRETE TESTS NOW

BEING MADE UPON

IMPERIAL HIGHWAYS

A test is being carried on in the Imperial
Valley near Brawley which is attracting wide-
spread interest. It consists of experiments
with several different curing processes of con-
crete pavements and several different admix-
tures in concrete. Eleven different surface
treatments and processes designed with the
idea of sealing the surface of the pavement
against evaporation, together with one process
designed with the idea of stopping the sub-
soil from drawing water from uncured con-
crete, are being tried out.

The pavement is complete but the removal
and breaking of test specimens will continue
for several months. Definite conclusions will
not be available until after the test specimens
have been broken.

28

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Report Made on

Crossing Accidents

A concertwl effort is being made by tbe Ciilifornia
Railroad ("oininission. tbe Division of Ilifjbways and
tbe railroads to eliminate grade crossing accidents.
Witb tills object in view tbe Transportation Division
of tbe Commission's Engineering Department is keep-
ing a careful cbeck of all grade crossing accidents, and
is making a detailed study of measures to prevent
tbem.

Despite tins effort Engineer Josepb G. Hunter, chief
of tbe Transportation Division, today reported to tbe
commission tbat during tbe first four months of 1929
there were 932 accidents at grade crossings, resulting
in tbe death of (51 persons and tbe injury of 307. This
is a marked increase in tbe number of accidents during
tbe first four months of 192(S. when there were 583.
resulting in tbe death of 71 persons and injury to 229.

Tbe Transportation Division calls attention in its
report to tbe commission to the fact tbat the legis-
lature at its last session, amended the Motor Vehicle
Act to require all vehicles on tbe highways to stop
before crossing over a railroad track when a warning
signal is being displayed either by human flagman or
automatic signal announcing tbe approach of a train.
This amendment, which makes violation of its pro-
visions a misdemeanor, punishable by fine or other
penalties, becomes effective August 14. 1929. The
Railroad Commission participated in the recommen-
dation of the California Safety Council for tbe enact-
ment of such a measure.

A study of the accident records for 1929 shows tbat
there were 410 accidents at crossings without special
protection during the first four months of this year.
These accidents resulted in tbe death of 26 persons and
tbe injury of 151. There were 369 accidents at cross-
ings i)rotected by some special signal, such as wig-
wags, crossing gates and human flagmen, in which 24
per.sons were killed and 135 injure<l. The record also
shows that 99 accidents occurred through vehicles
running into crossing gates, resulting in tbe injury of
four ])ersons. During tbe same four months there
were 11 accidents involving jiedestrians witb six
persons killed and four injured. There were 16 acci-
dents ;it private crossings, resulting in the death oi
three, and tbe injury of nine persons. In .nddition
there were 21 accidents from miscellaneous causes,
resulting in the death of two persons and tbe injury
of foiir others.

JUST SURFACING

Small Boy: "What is college bred, pop?"

Pop (with son in college) : "They make college

bred, my son, from the flour of youth and the dough

of old age." — Two Bells.

She came home with her bat on one side and her
clothes all crushed looking.

"Looks as tlumgh she's been kno<-ked down by a
motorist." said one neighbor, symiiatbetically.

"Or picked uii." said another, thoughtfully.

Taking the other fellow's dust is better than "to
dust returneth."

Six feet have awaited many a driver who would not
give an inch.

Just because you see its tracks is no sign that a
train has just passed. — Badyer Ilir/hways.

ELECTRICITY DEFINED

Electricity is something that starts tbe Lord knows
where and ends in the same place. It is 1/36 of a
second faster on its feet than its nearest competitor,
backyard gossip, and when turned loose in Europe
will get to tbe United States five hours before it starts.
Xob(Kly knows exactl.v what it is because it has never
stood still long enough.

Electricity is sometimes known as science gone
crazy witb tbe beat, and if you can understand its
maneuvers, you can do anything with it except open
a can of peanut butter at a picnic.

Electricit.v was locked up in ignorance for centuries
until Ben Franklin let it out Avitb a pass key, and
since then it has been pnlling off more new stunts than
a pet monkey.

With it you can start a conversation or stop one
permanently, cook dinner, curl your hair, press your
trousers, blow up a battleship, run an automobile or
signal INIars. and many more things are being invented.
—UiUity BuUeiin.

"In other days the women wore their dresses down
to their insteps."

"Yes, but now they wear tbem up to their stepins."

"Tbe time will come." shouted the speaker, "when
women will get men's wages."

"Yes," said a little man in the corner, "next Friday
night."

Engineer predicts a fool-proof plane in another five
.years. However, the whole history of mechanics is
that nothing is fool-proof as long as there's a fool.
— Arkansas Gazette.

When tbe preacher called for women to stand up
and promise to go home and mother their husbands
onl.v one little women arose, and when he told her to
go home at once and mother her husband, she .said,
"^Mother liim'.'' I thought you said smother him."

"Wb.v. Budd.y." asked the teacher coming to a halt
by his desk, "what are you drawing'?"

"A picture of God," w'as the reply.

"But, Bobby, you must not do that. That's some-
thing tbat no one knows — bow (iod looks."

"Well." Bobb.v confidently smiled, "they will when
I get through with this."

Tbe l.nte William liockefeller used to tell with
delight a story illustrative of the financial genius of
his famous brother. John.

"AVben .John was a little fellow," be would begin, "a
so-called Indian doctor visited our town witb a cure-
all. Tbe doctor, to get started, took out a bright new
silver dollar and said be would auction it off.

" "How nuich am I bid'.'' he said, 'for this bright
silver dollar'/'

"But tbe crowd was cautious, silent, suspicious.
No bids were made.

" 'How much am I bid? shouted tbe Indian doctor.
'Come, come, gents I A nickel? A dime?'

" 'I bid a nickel,' i)iped John D. Rockefeller at last.

" 'The dollar is yours, boy.' said the doctor. 'Hand
up your nickel.'

" 'Take it out of tbe dollar.' piped little John D.,
'and gimme 95 cents change.' " — Boston Gloie.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

29

BUILDING SAFETY INTO STATE
HIGHWAYS

(Continued from page 10.)
CONQUERING THE DUST jNIENACE

Dust on earth or rock siirfaeod roads is not
only an annoyance but a decided hazard as
Avell. An extensive ])ro<iram of dust laying
is now under way on 1000 miles of our high-
way. Practically all of the rock surfaced
roads have received an oil treated surface in
the past two years and the hazard eliminated
on some 1243 miles of such roads.

SMOOTHNESS AND SAFETY

In routine upkeep work particular atten-
tion is given to securing smooth-riding road
surfaces. A considerable mileage of sandy or
loose shoulders, particularly where adjacent
to narrow pavement is being oiled this season.
Nearly 700 miles are proposed for oil treat-
ment during this coming biennium. Asphaltic
concrete pavements, which have become rough
and corrugated, are smoothed with a heavy
planer. This planing also removes the excess
asphalt and reduces the hazard from skidding
when the pavements are wet. Nonskid surfaces
have been placed on many asphaltic surfaced
bridge floors. In frosty weather, the old
smooth surfaces are extremely slippery. This
work will be extended as necessary, and is also
being tried out on slippery pavement sections.
Sanding of pavements is carried on in foggy,
frosty sections during the period of danger.
Constant vigilance is expected of the mainte-
nance organization on that score.

Warning signs are installed at locations
where slippery conditions may be expected in
wet weather. On some sections of mountain
routes, where guard rail is not in place, curve
warning posts, painted white, are ])laeed to
guide traffic in night driving. INIarker posts
are placed at the headwalls of pipe culverts
to show traflfic limits of the safe width.

WARNING SIGNALS

Reflector signals are installed at the more
dangerous curves to warn traffic. The signals
are single six-inch bullseye reflectors, or of the
nine unit assembly of three-inch bullseyes.
These signals attract attention at a distance
of 600 feet. Large RXR signs, made up of
the three-inch bullseyes, are being installed
at a number of grade crossings. The Railroad
Commission, at request, has arranged with
railroad companies for several wigwag signals
at A'arious crossings. Overhead, illuminated
railroad crossing signs are being installed at
the more dangerous crossings.

Trees along the highway are given periodic
ins))ection and overhanging limbs and decayed
trees in dangerous situations are removed.
Bridges are inspected so that dangerous con-
ditions may be detected and corrected in time
to prevent accidents.

GUARDING AGAINST ENCROACHMENTS

The placing of encroachments on the right
of way and the jilanting of trees is guarded
under permit so that dangerous situations
will not occur. Temporary fruit stands are
not permitted on the right of way and an
effort is made to control the itinerent vendors
who create a hazard through parking of
customers' cars in traffic.

Particular attention is given to training the
maintenance personnel to handle their work
in such manner as to safeguard traffic. Acci-
dent reports are studied to ascertain if the
accident was caused by the condition of the
highway.

Several of the points brought out above are
incidental to the carrying out of highway work
but most of the items represent a direct ex-
penditure which returns large dividends in
insurance against personal and property
damage.

THE MOTORIST FINALLY DECIDES

The Division of Highways desires to
cooperate with other state agencies, with the
automobile associations and with all organi-
zations interested in safety measures, to the
end that the public may use their highways in
SAFETY. Particularly it bespeaks the
assistance and the cooperation of the indi-
vidual motorist. The reckless motorist can
make the safest highway dangerous ; and
conversely, the careful motorist will ride in
safety over a highway that, judged by techni-
cal standards, might be considered unsafe.

The best that the Division of Highways can
do is to make the highway safe for the sane
motorist. We are spending millions of dol-
lars in doing this. But these expenditures
and the months of effort spent in planning
and building our highways can all be undone
in the fraction of a second's time by the care-
less driver. I appeal to the individual motor-
ist to do his part in this great work of making
our highways safe by seeing to it that he
drives in a safe and sane manner, with due
consideration for the rights and the safety of
other users of the highway.

KANSAS — Under a new law the state shall not
construct more than 100 miles of high-type pavement
in any one year until all the state highway system has
been improved with an all-weather surface such as
sand, gravel, stone or chat.

30

CALIFORNIA HIGHWAYS AM) PUBLIC WORKS

HIGHWAY BUILDING PROGRAM

IS DRIVING AHEAD OF

SCHEDULE

(Continued from page 12.)

construction projects, the funds for which
came from tlie 1-cent jiasoline tax, one of the
major measures in Governor Youna^'s pro-
g-ram, and one of the first legislative enact-
ments to receive his signature.

The distribution of funds for construction
and reconstruction projects was determined
bv the percentage requirements set up in the
Breed Bill.

Reconstruction, maintenance, right of way
and other expenditures bring the total state
liighway disbursements for the biennium to
an approximate total of $41,074,736.55.

Construction and reconstruction projects
during the biennium totaled 1030 miles. This
establishes a new record in state highway
history. During the two-year period a total
of 103 new bridges were constructed at a total
expense of $3,000,000 and 17 bridges were
widened. Twenty-four railroad grade cross-
ing eliminations Avere either completed or con-
tracts for their construction awarded. Con-
tracts were awarded on 406 projects during
the biennium.

^Ir. ]\Ieek also reported that prior to June
30, 1929, contracts had been awarded for 17
l)rojects in the program for the biennium of
July 1, 1929-June 30, 1931.

Following the submission of the report,
^Ir. ]\Ieek made the following statement :
' ' Too much credit can not be given to Ralph
W. Bull, J. P. Bamngartner, M. B. Harris,
Fred S. INIoody and Joseph ]\I. Schenck, mem-
bers of the California Highway Commission,
for the able manner in which they have ful-
filled the duty imposed upon them by law,
namely : that of determining the program upon
wliicli state highway construction jn-oceeds
and the allocation of funds to the different
projects.

"That this program is i)roceeding on sched-
ule is due to the energy and ability of State
Highway Engineer C. II. Purcell and his
assistants, both at headquarters and in the
district offices. The largest building program
in the history of the state liighway system was
launched by them. They have spared neither
effort nor hours in seeing tliat ])rojects were
ready for advertising ami award in accord-
ance with the schedule prepared for them.

"I feel that the volume of state highway
expenditures is contributing to the prosperity

'Too Man I) Cltildren

Are Crippled Each Year
Playing With Blasting Caps

Thei'e are several livnulred children crippled each
year in the United States by playing with blasting
caps which tliey have picked up in the vicinity of
mines, (piarries. or in the fields where agricultural
blasting has been done.

This means that there are several hundred children
who will have to go through life with mangled hands,
faces, arms and legs. Some of them ai"e killed.

Boys often play in and around quarries and some-
times pick up stray caps and start to investigate them.
It is the rarest thing that they ever do this without
getting hurt.

They perhai)s know they are dangerous, and that a
spark or a blow will explode them ; but they do not
realize how sensitive they are, how violent the
explosion, or how the pieces of copper fly. Even the
name is misleading in this respect. The word "Caps"
suggest the paper caps used with toy pistols, and
because the blasting caps are called by this name it
is natural to think that the two articles belong to the
same family. They may but they bear about the
same resemblance to each other that a hungry, mau-
eating tiger does to the gentle pussycat.

A blasting cap is a copper shell about a quai-ter of
an inch in diameter and an inch or two long, half full
of fulminate of mercury. This fulminate is the most
sensitive and about the most impulsive explosive in
common use. Blasting caps contain anywhere from 15
to 30 grains of it ; primers for firearms cartridges
usually contain not more than i grain. That's what
the hammer or firing pin of a gun or pistol hits to
ignite the powder in the siiell. A blasting cap is
meant to work the other way. The powder from the
fuse ignites the fulminate in the blasting cap, and it
explodes with terrific force and detonates the dyna-
mite. The explosion of the fulminate is so exceed-
ingly quick that the flying particles of copper will
imbed themselves in iron a foot awa.v. They will blow
a hole clean through a steel jjlate one-sixteenth of an
inch thick. A box of caps will blow a hole right
through a two-inch oak plank. One cap will blow
a child's hand off.

If all the children mangled during the past year by
blasting caps had been hurt at one time, what an
impression would have been created. But because
the accidents are spread all over the country and
ha|»i)en at the rate of only about forty or fifty a
month, notliing is done. Indeed the best thing to be
done is to educate the whole pojiulation to realize how
dangerous these exceedingly useful things are when
they are out of their proi)er i)lace, and what a dread-
ful thing it is to go through life ci-ippled or blinded
for want of a little care and knowledge.

of California through the large sums that
are being distributed directly to labor and in
the pui'cluise of materials and supplies, and in
the reduced cost of moving farm and other
products to market. But even greater pros-
l^erity will come through the completion of
the highways and the volume of business that
improved highways bring to the state and its
communities."

CALIFORNIA IIIOIIWAY8 AND PUBLIC WORKS

31

A WORTHWHILE DISTRICT
ORGANIZATION

(Continued from page 15.)

This iniii'lit be classed as trivial, but where 20
or 30 men are employed, the saving of half an
hour a day for each person really amounts to
considerable time at the end of a year, and
;it the same timo has a ten<l«>iu-,y to make work better.
We art' all. to an extent, victims of tlie disease that
makes lis slight our Avork if the same particular part
has been repeated many times in cut and try work.

These ideas have readily been given consideration by
dei)artment heads, only for the reason that they have
considered themselves one of us, and has had the
tendency among the employees to have a higher regard
for the dignity due a department head.

Much can be said for the educational benefits de-
rived from the meetings. Perhaps the most important
is the part in which a particular person has been
active.

Our office force is to a great extent made up of
young men who have not had the opportunity to talk
before others, and. like most persons, were timid when
it came to the point of standing before a gathering and
talking, let alone presenting an idea to be considered.
The first step toward this end was the schednling of
two members to give five minute talks or readings
before each meeting. While some of the talks were
short of the allotted time, others were inspired to
such an extent that the talks continued for as much
as fifteen minutes. To say that the effect has been
accomplished can be proven by showing how the boys
now debate a subject that has been iiresented for
consideration.

Lectures by department heads and other persons
feeling capable of talking for half an hour or more
on a subject of interest have served a very good pur-
pose and have been of great variety.

Mr. E. K. Gnion presented "Highway Location and
Location Economics" on two different occasions. In
both of the talks, points of vital importance were
brought to the attention of his listenei's. whereby many
of the mistaJies of the past can be seen and at the
same time placed something in our minds so that simi-
lar mistakes of location can be guarded against in the
future.

ilr. F. W. Haselwood carried us through ''The De-
velopment of the Highway Organization," showing
what has been done in the past in order that highway
work can and is expected to be more efficient today
both to the department as constructors and to the
public as users.

Mr. A. C. Irish read a thesis prepared by Mr. F. W.
Haselwood on highway location, which embodied the
fundamentals necessary for a near perfect highway.

Mr. F. W. Howard deviated from "Shop" and gave
us many pointei-s on letter writing, all of which will
be of value whether we become executives or not.

Mr. .J. L. Piper brought to our attention "Construc-
tion Details and Problems." We of the office get very
little opportunity to look upon the construction part
of the work. No doubt this talk can be credited with
the reason for several transferring to the construction
department.

Mr. H. D. Jerrett chose as his subject "Rights of
AVay Problems." Details necessary to his department
and its work were brought to our attention, many of
which in the past seemed nonessentials to us, but
have proven to be extremely important.

Mr. P. R. Green spoke on "Oi'ganization." His

talk brought out the henfits derived from organization
in the past and its possibilities in the future, all of
which can be expected from "The Forum."

Mr. J. W. Vickrey told us of his depjirtment, "Main-
tenance," one whidi receives little thought from the
planning department, but wliicli is extremely important
to the life of a highway and the comfort of the travel-
ing public.

At our last meeting Mr. Chas. II. AVhitmore, our
new Di.strict Engineer, gave "The Forum" his support
and related to us his ideas in the past of providing a
means of bringing employee and department head to-
gether. He also spoke highly of the idea and
encouraged the continuation of the part next to follow.
. A short study course was instituted several months
ago. and Mr. N. T. Pratt was elected to the first
course, having made two trips into the field to inspect
location and construction and to make a report to
"The Forum" of his findings.

One trip was over the projects known to us as -the
"Bowman-Weimar Line Changes" and the other the
"Magra Line Change," the former being one of con-
struction and the latter one of location. His report
explained the methods and equipment employed and
the possibilities to be expected regarding the comple-
tion of the contract. He further gave his views with
regard to possible improvement of the line proposed
at Magra, all of which have been given consideration
and, if the change is adopted, his suggestions no doubt
will carry considerable weight.

His second tri]) was over the contract now in
progress at Clear Lake. The report on this trip dealt
more with the reasons for the highway being located as
it was. It might be said that land values were a big
factor to be considered on this location.

It was the intention at the time we organized "The
Forum" to have only a chairman and secretary to
serve terms of three mouths, allowing a larger number
of persons to develop their ability as executives. While
there are no weighty problems involved, a great deal
can be said for the chairman who provides a good
program for the members and keeps up attendance.
This establishes a mark for the succeeding chairman
to attain and continually provides growth to the or-
ganization whereby it shall survive.

In conclusion I might say that organizations of this
kind have beneficial characteristics that can be of great
help wherever instituted and pei-sonally I feel that in
time each state department, at least, will be banded
together in such a wav.

ALABAMA— State highwa.vs totaling 1.350 miles in
length were affected by the flood of the past spring.
A much larger mileage of local roads was damaged.
Repairing or reconstiiiction of state roads will cost at
least one thousand dollai-s a mile, it is e.stimated. The
principal damage was to sand fills. No important
bridges were washed out.

KENTUCKY — Tree planting along state roads by
various semi-public oi-ganizations is to be coordinated
under plans and regulations now being developed.
While no road funds are available for placing trees,
the state highway department will maintain them
under the direction of a tree expert furnished by the
state horticultural society.

"There are just two things that break up most of
the happy homes nowadays."

"What are they?"

"Women's love for dry goods and man's love for
wet goods." — ration's MonfhJi/.

32

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Record of B ids and A wards

BID OPENINGS FROM
JUNE 4, TO JULY 17

ALAMEDA COUNTY — Between Hayward and Niles,
about 8.7 miles to be graded and paved with Portland
cement concrete and asphalt concrete. Dist. IV, Rt. 5,
Sec. C. .1. F. Knapp, Oakland, $3(10,380.40: Healy-
Tibbitts Const. Co.. San Francisco, $399,485.40; Jones
and King, Hayward, $361,503.24; Heafey-Moore Co.,
Oakland, $399,917.50. Contract awarded to Hanrahan
Company, San Fi'anclsco, $325,305.85.

ALPINE COUNTY — A 40-foot reinforced concrete
bridge over Markleeville Creek and grading approaches
24-ft. wide and placing crushed gravel or stone surfac-
ing 20 feet wide and 8 in. thick. Dist. X, Rt. 23, Sec.
D. C. Miles, Sacramento, $18,806. Contract awarded
to Camino Construction Co., Inc., Palo Alto, $17,536.

BUTTE COUNTY — 4 J miles east of Oroville, a rein-
forced concrete arch bridge over the tracks of the
Western Pacific Railroad and across the Feather River.
Dist. IT, Rt. 21, Sec. B. Healy-Tibbitts Const. Co., San
Francisco, $321,194; Guy F. Atkinson Co., San Fran-
cisco, $218,582 ; Ward Engineering Co., San Francisco,
$298,545 ; Lord and Bishop, Oroville, $177,560 ; Rocca
& Caletti, San Rafael, $213,322.50. Contract awarded
to Paul M. White, Santa Monica, $169,947.40.

EL DORADO COUNTY— Two timber bridges. One
across Upper Truckee Creek, 5 miles north of Meyers
and one across Trout Creek 6 miles north of Meyers.
Dist III, Rt. 11, Sec. K. Griffith-Hunter, Inc., Sacra-
mento, $14,185.50; M. B. McGowan, San Francisco,
$15,926 ; H. C. Whltty, Sanger, $17,861 ; C. C. Gilder-
sleeve, Felton, $17,950. Contract awarded to Lord &
Bishop, Oroville, $14,090.

EL DORADO COUNTY — Constructing a reinforced
concrete double box culvert across Meeks Creek. Dist.
Ill, Rt. 38, Sec. C. Contract awarded to D. McDonald,
Sacramento, $9,050.

HUMBOLDT COUNTY — Near Beatrice, a bridge
across Salmon Cr. consisting of two 31-ft. reinforced
concrete girder spans on a concrete bent and concrete
abutments with wing walls on pile foundations. Dist.
I, Rt. 1, Sec. G. B. T. Millard and John Lohost,
Loleta, $11,157: Smith Bros. Co., Eureka, $10,935.60.
Contract awarded to Fred J. Maurer, Eureka, $10,-
902.50.

LASSEN COUNTY — Bet. Goodrich and Coppei'vale,
4.4 miles to be graded and surfaced with untreated
crushed gravel or stone. Dist. II, Rt. 29, Sec. A. A.
J. Grier, Oakland, $94,911; Tiffany-McReynolds, Tif-
fany, San Jose, $75,837.80 ; Chas. Harlowe, Jr., Oak-
land, $90,228; Tieslau Bros., Berkeley, $106,780.60;
J. F. Johnston, Stockton, $99,690.10 ; C. Miles, Sacra-
mento, $83,375 : Hemstreet & Bell, Marysville, $91,365 ;
Young Bi-os., Berkeley, $93,476.85; Meyer-Rosenbei'g,
San Francisco, $91,501.10 ; Isbell Const. Co., Carson
Citv, $99,815 ; R. L. Oakley, Palo Alto, $108,096 ; Smith
Bros., Eureka, $85,580; J. P. Holland, Inc., San Fran-
cisco, $91,601.80: A. D. Drum, Jr., Fallon, $69,933.
Contract awarded to Doveri and Co and
Klamath Falls, $68,213.20. {^4'["[|j[

LASSEN COUNTY — Bet. Su.sanv^le"and 2 miles west
of Milford, about 19.4 miles to be surfaced with un-
treated crushed gravel or stone and crushed gravel or
stone screenings to be stockpiled. Dist. II, Rt. 29,
Sec. C-D. Mathews Construction Co., Sacramento,
$51,987.50; Hemstreet & Bell, Marysville, $54,712;
Milne & Dussault, Portland, $46,446 ; Smith Bros.,
Eureka, $53,311.20; W. J. Taylor, Palo Alto, $47,763.68;
A. D. Drumm, Jr., Fallon, $49,686; Tie.slau Bros.,
Berkeley, $55,046. Contract awarded to Hein Bros,
and Chi'ttonden, Napa and Petaluma, $38,536.90.

MADERA COUNTY — -About 4.1 miles to be graded
and paved with Portland cement concrete between
Berenda and Califa. Dist. VI, Rt. 4, Sec. B-C. C. W.
Wood, Stockton, $182,182; W. A. Dontanville, Salinas,
$188,633; Hanrahan Co., San Francisco, $169,968;
Matich Bros., Elsinore, $169,318; Wells and Bressler,
Santa Ana, $200,167: Sander Pearson, Santa Monica,
$184,083; John Jurkovich, Fresno, $171,905. Contract
awarded to Valley Paving & Const. Co., Visalia, $164,-
511.10.

MARIN COUNTY — A bridge across Novate Creek,
about 1 mile south of Novate, consisting of four 3 4-ft.
reinforced concrete girder spans on concrete pile bents.
Dist. IV, Rt. 1, Sec. A. Ben C. Gerwick, San Fran-
cisco, $30,661 ; Mathews Const. Co., Sacramento, $31,-

!t5S ; M. B. McGowan, San Francisco, $32,492 ; Pan Pa-
cific Piling and Const. Co., Los Angeles, $38,728 ; R. L.
Oakley, Palo Alto, $29,135. The Duncanson-Harrelson
Co., San Francisco, $40,914. Contract awarded to W.
L. Proctor, Santa Rosa, $27,961.

MARIN COUNTY — Through the town of San An-
selmo, 0.6 of a mile to be surfaced with asphaltic con-
crete. Dist I\", Rt. 1, Sec. B. Pacific States Const.
Co., $10,915; P. S. Harless, San Rafael, $11,534. Con-
tract awarded to A. F. Raisch, San Francisco, $10,417.

MONO COUNTY — About 3 miles to be graded and
surfaced with untreated crushed gravel or stone, be-
tween McGee Cr. and Convict Creek. Dist. IX, Rt. 23,
Sec. D. A. R. McGrath, La Canada, $36,241.70 Con-
tract awarded to Montfort and Armstrong, Sacramento,
$26,331.80.

MONTEREY COUNTY — A bridge across Salinas
River at San Ardo, consisting of ten 100-ft. steel deck
truss spans and seventeen 37-ft. reinforced concrete
girder spans. Dist. V, Rt. 2, Sec. H. Lynch-Cannon
Engr. Co., Los Angeles, $276,428 ; M. B. McGowan, San
Francisco, $240,905 ; Butte Const. Co., San Francisco,
$258,875 ; Pan Pacific Piling & Const. Co., Los Angeles,
$246,749; Rocca and Colleti, San Rafael, $267,432;
Lord and Bishop, Oroville, $276,053 ; A. W. Kitchen,
San Francisco, $260,252 ; Healy-Tibbetts Const. Co.,
San Francisco, $259,541 ; McWilliams and Ritchey, Los
Angeles, $255,692. Contract awarded to Ben C. Ger-
wick, Inc., San Francisco, $233,107.

MONTEREY COUNTY — Bet. Chualar and Salinas,
10.3 miles to be graded and paved with asphalt con-
crete. Dist. V, Rt. 2, Sec. B. Clark & Henery Const.
Co., San Francisco, $338,894 ; A. Tiechert & Son, Sac-
ramento, $287,324; Sam Hunter, Santa Barbara, $301,-
683; Western Roads Company, Oakland, $261,305;
Granite Const. Co., Watsonville, $247,520 ; Force, Cur-
rigan and McLeod, Oakland, $289,530; A. J. Raisch,
San Jose, $313,748; Steele Finley, Santa Ana, $282,937;
George R. Curtis Paving Co., Los Angeles, $268,336 ;
Fred W Nighbert, Bakersfield, $309,448; Union Paving
Co., San Francisco, $276,443 ; Cornwall Const. Co.,
Santa Barbara, $307,926 ; Valley Paving & Const. Co.,
Visalia, $257,210; Hanrahan Co., San Francisco, $243,-
0 36. Contract awarded to Peninsula Paving Co., San
Francisco, $236,484.85.

MONTEREY COUNTY — 14 miles south of Carmel, a
timber bridge across Little Sur River. Dist. V, Rt.
56, Sec. G. C. C. Gildersleeve, Felton, $31,170; M. B.
McGowan, San Francisco, $27,777 ; Edward G. Hart,
San Franci.sco, $31,336 ; M. J. Murphy, Carmel, $28,847.
Contract awarded to Lord and Bishop, Oroville, $27,454.

ORANGE COUNTY — Bet. Santa Ana and Anaheim,
4.9 miles to be paved with Portland cement concrete.
Dist. VII, Rt. 2, Sec. D. Matich Bros., Elsinore, $208,-
072; E. Paul Ford, San Diego, $199,685; Geo. Herz &
Co., San Bernardino, $195,649 : Jahn and Bressi, Los
Angeles, $192,393 ; Sander Pearson, Santa Monica,
.«223,297; Wells & Bressler, Santa Ana, $194,846. The
Western Const. Co., Los Angeles, $241,784. Contract
awarded to Griffith Co., Los Angeles, $184,301.

PLACER COUNTY — At. Magra, 1.5 miles to be
graded and surfaced with crusher run base bituminous
surface treated. Dist. Ill, Rt. 37, Sec. D. C. ^V. Wood,
Stockton, $24,782. Contract awarded to Tieslau Bros.,
Berkeley, $22,836.

PLACER-NEVADA COUNTIES — Bet. Airport and
Indian Springs, 9.3 miles to be graded. Dist. Ill, Rt.
37, Sec. E-A. J. M. DeLuca, Oakland, $599,519 : Jasper
Stacv Co., San Francisco, $690,937 : Isbell Const. Co.,
Carson City. $477,685; S. H. Palmer Co., San Fran-
cisco, $409,200 ; Guy T. Atkinson, San Francisco, $722,-
691; J. P. Holland, Inc., San Franci.sco, $714,645;
Nevada Contracting Co., Fallon, $396,610. Contract
awarded to T. E. Connolly, San Francisco, $396,385.

SACRAMENTO COUNTY — A bridge across Cosum-
nes River with timber approaches, and two bridges
across overflow channels. Dist. X, Rt. 4, Sec. A. A.
W. Kitchen, San Francisco, $138,873: Healy-Tibbitts
Const. Co., San Francisco, $163,859 ; M. B. McGowan,
San Francisco, $148,172; Mathews Const. Co., Sacra-
mento, $158,227 : Frederickson & Watson Const. Co.,
Oakland, $138,280: George J. Ulrich Const. Co., Mo-
desto, $139,985; Ben C. Gerwick, Inc., San Francisco,
$132,121; Lord & Bishop, Oroville, $141,994; E. B.
Skeels, Roseville, $155,598. Contract awarded to Grif-
fith-Hunter, Inc., Sacramento, $126,850.50.

SACRAMENTO COUNTY — Bet. Arno and McCon-
nell, 1.2 miles to be graded and surfaced with untreated
crushed gravel or stone. Dist. X, Rt. 4, Sec. A. A.
Teichert & Son, Inc., Sacramento, $93,279 ; Gannon and
McCartv, Stockton, $72,503 ; C. T. Malcom, Walnut
Creek, $71,454; J. E. Johnston, Stockton, $84,943;
Hemstreet and Bell, Marysville, $64,452; Charles Miles,
Sacramento, $77,7 49 ; Frederickson and Watson Const.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

83

Co., $7],r)4(i. Contract awarded to Larsen Bros., So-
noma, $57,098.50.

SACRAMENTO COUNTY — Reinforced concrete
girder bridge across Arcade Creek, 11 miles east of
Sacramento on tlie Auburn route. Dist. Ill, Rt. 3,
Sec. B. The Adams Co., Angels Camp, $17,693 ; K. B.
Skeels, Roseville, Cal., $14,784; Lord and Bishop, Oi'o-
ville, $15,208; Frederickson and Watson Co., Oakland,
$13,3(51. Contract awarded to Ceo. J. Ulrich Const.
Co., Modesto, $13,131.

SAN BERNARDINO COUNTY— Two reinforced con-
crete bridges, one across San Antonio Cr. at Pomona,
and one across Collins Dip, 4 miles east of Ontario.
Dist. VIII, Rt. 19, Sec. A-B. Whipple Bngr. Co., Mon-
rovia, $34,942; Oberg Bros., Los Angeles, $42,604;
DeWaard & Son, San Diego, $38,067; Storm & Ma-
honey, Inc., Pomona, $38,838; George Herz & Com-
pany, San Bernardino, $34,528; E. M. Funk, Santa
Ana, $42,220: Orvall Schupbach, Riverside, $36,211;
Byerts and Dunn, lyos Angeles, $37,676 ; Franklin B.
Gridley, Pasadena, $43,411 ; E. S. Johnson, Pasadena,
$36,758. Contract awarded to W. J. Netherey & Sons,
$33,170.65.

SAN BERNARDINO COUNTY— At Barstow, an
overhead crossing over the A., T & S. F. Dist. VIII,
Rt. 58, Sec. D. Mercer-Fraser Co., Eureka, $175,263
C. M. Elliott, Pasadena, $158,856; Sharp & Fellows,
Los Angeles, $143,520; Chas. U. Heuser, Glendale,
$181,105 ; E. S. Johnson, Pasadena, $167,067 ; M. B.
McGowan, San Francisco, $170,827 ; Obert Bros., Los
Angeles, $17,675 ; Ben D. Gerwick, San Francisco,
$167,011. Contract awaided to Lynch-Cannon Engr.
Co., Los Angeles, $155,381.

SAN BERNARDINO COUNTY^ — Bet. San Bernar-
dino and Santa Ana River bridge, 1.7 miles to be
graded and paved with Portland cement concrete. Dist.
VIII, Rt. 26, Sec. A. Matich Bros., Elsinore, $62,268 ;
William D. Bohan, San Bernardino, $79,693. Contract
awarded to George Herz & Co., San Bernardino,
$60,846.40.

SAN DIEGO COUNTY — Bet. Kitchen Creek and La
Posta, about 3.9 miles to be graded and paved with
Portland cement concrete. Dist. VII, Rt. 12, Sec. F.
R. E. Hazard Contracting Co., San Diego, $197,022.
Contract awarded to Basich Bros. Const. Co., Los An-
geles, $186,446.

SAN JOAQUIN COUNTY — Bet. Banta and San
Joaquin River, 3.1 miles to be graded and paved with
Portland cement concrete. Dist. X, Rt. 5, Sec. B.
Hanrahan Co., San Francisco, $144,892 ; Prentiss Pav-
ing Co., San Jose, $152,508 ; Lewis Moreing, Sacra-
mento, $153,087 ; Frederickson & Watson, Oakland,
$149,831; W. A. Dontanville, Salinas, $156,401. Con-
tract awarded to C. W. Wood, Stockton, $141,525.

SAN LUIS OBISPO COUNTY — Bet. Estrella River
and Sacramento Ranch, 5.2 miles to be graded and sur-
faced with bituminous macadam. Dist. V, Rt. 33, Sec.
B. Valley Paving Const. Co., Visalia, $84,444. Con-
tract awarded to A. Teichert & Sons, Inc., Sacramento,
$76,776.90.

SAN LUIS OBISPO COUNTY — About 1 mile north
of Cambria, 1 mile to be gi'aded and surfaced with
screened gravel. Dist. V, Rt. 56, Sec. B. "W. A. Don-
tanville, Salinas, $11,488; W. J. Taylor, San Luis
Obispo, $12,588; Ariss-Knapp Co., Oakland, $12,828.
Contract awarded to Tiffany, Reynolds, Tiffany, San
Jose, $9,773.

SAN LUIS OBISPO COUNTY — Bet. Cuesta and IJ
miles south of Santa Margarita, 1.9 miles to be graded
and paved with Portland cement concrete. Dist. V,
Rt. 2, Sec. D. C. T. Malcom, Walnut Creek, 107,376;
Cornwall Const. Co., Santa Barbara, $99,275 ; Prentiss
Paving Company, San Jose, $98,575 ; W. A. Dontan-
ville, Salinas, $99,929 ; Granite Const. Co., Watsonville,
$97,699. Contract awarded to M. J. Bevanda, Stockton.

SAN LUIS OBISPO COUNTY — Reinforced concrete
girder bridge across Graves Creek about 2 miles south
of Templeton. Dist. V, Rt. 2, Sec. B. John A. AVeb-
ster, Lodi, $12,663: C. C. Gildersleeve, Felton, $11,534;
San Atos Const. Co., San Luis Obispo, $11,316 ; Theo.
M. Maino, San Luis Obispo, $39,340. Contract awarded
to William Lane, Paso Robles, $10,977.50.

SAN LUIS OBISPO COUNTY — At Yerba Buena
Creek, just north of Santa Margarita, 0.2 of a mile of
grading and crushed stone surfacing and one timber
bridge. Dist. V, Rt. 2, Sec. C. E. D. Jarvis and W.
H. Porter, San Luis Obispo, $10,007 ; W. J. Taylor,
Palo Alto, $10,347. Contract awarded to M. J. Be-
vanda, Stockton, $9,608.30.

SHASTA COUNTY — About 5 miles south of Castella,
a reinforced concrete girder bridge across Mears Creek.
Dist. II, Rt. 2, Sec. D. J. P. Brennan, Redding, $26,-
237 : E. M. and Edgar Noble, Marysville, $25,990 :
Lord and Bishop, Oroville, $26,110. Contract Carlson
Bros., Turlock, $19,978.98.

SISKIYOU COUNTY — Bridge across Shasta River
about 5 miles north of Yreka. Dist. II, Rt. 3, Sec.
C. R. B. McKenzie, Gerber, $31,798 ; Lord & Bishop,
Oroville, $31,020 ; George J. Ulrich Const. Co., Mo-
desto, $34,012. Contract awarded to M. B. McGowan,
San Francisco, $29,411.25.

SISKIYOU COUNTY— Bet. the Klamath River and
the Oregon line, 14.5 miles to be treated with bitummous
surfacing. Dist. II, Rt. 3, Sec. C. George French, Jr.,
Stockton, $17,332; J. C. Compton, McMinnville, Ore.,
$18,294. Contract awarded to Jack Casson, Hayward,
$13,903.50.

TEHAMA AND SHASTA COUNTIES— Near Cotton-
wood, a reinfoi'ced concrete girder bridge across Cot-
tonwood Creek. Dist. II, Rt. 3, Sec. C-A. M B.
McGowan, San Francisco, $171,937; Healy-Tibbitts
Const. Co., San Francisco, $188,580; G. W. Kitchen,
San Francisco, $223,528 ; Lord and Bishop, Oroville,
$184,821; George J. Ulrich, Modesto, $174,225; Rocca
& Coletti, San Rafael, $199,388 ; E. B. Skeel.s, Rose-
ville, $213,403 ; Northwest Contracting Co., Portland,
$170,800; Pan Pacific Piling and Const. Co. Los An-
geles, $168,234. Contract awarded to Badenhamer
Const. Co., San Diego, $159,827.

Foad Financing in Other States

state highway financing occupied the attention of
a number of state legislatures this year.

South Carolina has increased its gas tax from 5 to
G cents, Indiana and Montana from 3 to 4, Kansas
and North Dakota from 2 to 3. South Carolina and
Arkansas have both voted to borrow money for
enlarged construction programs.

The Arkansas legislature has authorized state
expenditures of $05,743,166.70 for highways during the
next two years. A higher license and a 5-cent gas
tax will bring .$22,000,000 for the biennium and
federal aid $2,500,000. The balance will come from
sale of "highway notes."

The South Carolina legislature voted to issue
$65,000,000 bonds for a four-year highway construc-
tion program. Gas and auto taxes will be used to
retire the bonds.

The Iowa legislature is working on plans to keep
the road program in that state going. The $100,000,000
bond bill adopted by the voters last November has
been held unconstitutional.

Recent gas tax increases leave the roll of states as
follows :

Six cents, one state : South Carolina.

Five cents, six state : Arkansas, Florida, Kentucky,
Mississippi, New Mexico, Virginia.

Four cents, fourteen states : Alabama, Arizona,
Georgia, Idaho, Indiana, Louisiana, Maine, Maryland,
Montana, Nevada, New Hampshire, North Carolina,
South Dakota, West Virginia.

Three and one-half cents. Utah.

Three cents, fifteen states : California, Colorado,
Delaware, Iowa, Kansas, ^Michigan, North Dakota,
Ohio, Oklahoma, Oregon, Pennsylvania, Tennessee,
Texas, Vermont, Wyoming.

Two cents, nine states : Connecticut, Massachusetts,
IMinnesota, Missouri, Nebraska, New Jersey, Rhode
Island, Washington, Wisconsin. Also the District of
Columbia.

WISCONSIN — Many patrol sections on state gravel
roads are to be shortened to permit more intensified
maintenance. Fifteen miles is considered the maxi-
mum that a motor patrol outfit can cover and keep
down "washboards." The state employed 980 patrol-
men during 1928.

"In trouble?" asked a passing motorist of a couple
in a coupe beside the road on a moonlight night.

"Nope," came the reply, "in love."

"Well, it's the same thing." And the interrupting
motorist drove on.

STATE HIGHWAYS IN CALIFORNIA SHOWING THE PRIMARY AND SECOND-
ARY ROAD SYSTEMS AND THE DIVISION OF THE STATE UNDER THE
BREED BILL.

PRIHAKY ROADS 4:i XORTHEBN' COUNTIES

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rniMAI^T RO.\DS 13 SOrxITERN' fOUNTIES

RIf. Termiiu

2 X. I.iiiP S. L. O. f'c to S.111 Bii-en

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Cai.istrano
W Meera to lilyllie

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.3.1 Pxo RoWe.s to Route 1 V. of Rali.-r.sli.-I.r

41) Yosemite Park to Route 23 at .Moll,, I-ako

43 San Reniardino Knd Pavement to B. ar Lake

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G3 Pic Pine lo Ct.-im

^^^^^^^^ Divisiou Northern and Southern Counties according to Breed BUI '

CALIFORNIA STATE PRINTING OFFICE
SACRAMENTO, 1929

60319 8-29 5250

C^ornia f&0v9ks)s
aad Public Works

(Jfficial Journal of the Department of Public^orks

State ofCalifornicb

SEPTEMBER

1929

c^

\

V

V:^^S.]]:^^Z7^^^Z7^^Z7^:^V:^^X.';r^:^7^:^sZi:^^Z':^^

^jjtSKjiSSjtS

Table of Contents

This issue of California Highways and Public Works Includes in its con-
tents articles dealing with the activities of all the divisions of the Department
of I'ublic Works. This is in accordance with the statute passed by the last
legislature and approved by Governor C. C. Young, which became effective
Auy;ust 14. 1!.'29. Succeeding issues of California Highways and Public
Works \\ill carry similar matter.

Page

Travel Count Indicates Double Present Highway Traffic

by 1940 1

The Xew Division of Water Resources 2

The California Highway Patrol — By Frank G. Snook, Chief

of the Division of Motor Vehicles 4

Curve Widening Program is Adopted 6

Clippings, Letters and Comment 7

The Civil Service Candidate — By C. S. Pope, Construction

Engineer 10

Road Improvements Secured by August Contracts 11

Salinity Studies in the Delta 12

Flood Control for Sacramento and San Joaquin Rivers 13

Program for Water Study in San Joaquin Valley 14

Progress of Work at State Institutions 14

Progress Reports from the Counties 16

How California is Developing National Guard Encamp-
ment— By ir. H. Rockingham, Engineer, Division of

Architecture 18

Contracts Accepted 23

Record of Highway Bids and Awards 23

Awards of Contracts, Division of Architecture 24

Water Permits and Applications 24

Detail of Traffic C^ount 28-36

te^S^^zSssiC^^te^;&^iss=^te^zfe^i:s:&^fe^

Travel Count Indicates Double

Present Highway Traffic by 19 UO

THE volume of traffic on state highways
has increased at the rate of 9 per cent
annually for the past five years. If
this rate continues to hold until 1940, the
Division of Highways will be expected to
maintain the roads for twice the present
volume.

The biannual count of traffic was taken on
July l-4th and 15th throughout the entire
state higliAvay system. This count has been
made on the Sunday and IMonday nearest the
middle of January and of July for the past
five years. The check is made between 6 a.m.
and 10 p.m. each day. For purposes of
analysis the vehicles are segregated by hourly
periods under the following classifications :
passenger cars, light trucks, heavy trucks,
trailers, buses, and horse-drawn vehicles.
During the recent census 956 separate stations
were recorded.

A comparison of the July 1929 count with
that of July, 1928, shows the following in-
creases :

For For

Sunday Mondai/
percent percent

Main north and south routes 5.0 5.0

Laterals between inland and coast

routes 5.0 7.0

Interstate connections 16.0 19.0

Recreational 31.0 31.0

Average all routes 8.9 9.6

The gain or loss for a particular route
expressed in percentage shows a considerable
variation in several instances. This is ac-
counted for, in the main, by the fact that con-
struction work was under way either last
year or during the recent count. The average
of all stations, however, should give a depend-
able figure as traffic diverted from one route
seeks the nearest outlet.

Gain or loss in count shown expressed as a
percentage of the July, 1928, count for all
state highway routes is as follows :

Sunday Monday

Rt. gain loss gain loss

Xo. Description per cent per cent per cent per cent

1 Sausalito-Oregon Line 19.0 32.3

2 San Francisco-San Diego 7.2 13.3

3 Sacramento-Oregon Line 19.0* 24.1*

4 Sacramento-Los Angeles 2.3 3.9

5 Stockton-Santa Cruz 4.5 11.2

6 Sacramento-Woodland Jet 3.9 .7

7 Tehama Jct.-Benlcia 2.9 12.3

S Ignacio- Cordelia 2.2 19.2

9 San Fernando-San Bernardino 1.4 4.1

10 San Lucas-Sequoia National Park 13.4 11.1

Sunday Monday

Kt. gain loss gain loss

No. Description per cent per cent per cent per cent

11 Sacramento-Riverton 8.3 4.4

12 San Diego-El Centro 56.9 63.6

13 Salida-Souoia 4.6 4.6

14 Albany-Martinez 10.0 7.4

15 Rt. 1 near Calpella-Grass Valley.. 21.7 34.8

16 Hopland-Lakeport 3.5 7.1

17 Roseville-Xevada City 23.2 11.3

18 Merced-El Portal 2.1 8.2

m Rt. 9 West of Claremont- Riverside 18.3 3.0

20 Redding to Rt. 1 near Areata 25.2 26.0

21 Rt. 3 near Richvale-Quincy 55.3 46.6

22 San Juan Bautista-Rt. 32 7.2 15.8

23 Saugus-Bisliop 1.4 3.7

24 Rt. 4 near Lodi to Valley Springs .06 4.7

25 Nevada City-Do\vnieville 26.7 5.4

26 San Bernardino-El Centro 20.0 23.3

27 El Centro-Tuma 40.5 23.5

28 Redding-Nevada Line 26.3 26.5

29 Red Bluff-Nevada Line 29.4 21.7

31 San Bernardino-Jean 3.0 9.5

32 Rt. 4 near Califa-Rt. 2 at Gilroy. 7.7 11.5

33 Rt. 4 near Bakersfield-Paso Robles 79.1 90.6

34 Rt. 4 near .\mo-Pine Grove 4.5 4.2

35 Peanut-Kuntz 20. S 23.0

37 Auburn-Colfax 18.8 12.3

38 Meyers-Nevada Line 18.6 46.9

39 Tahoe City-Nevada Line 62.2 61.4

40 Rt. 13 near Montezuma-Rt. 23

Mono Lake 48.0 4.7

41 West and East of Hume 105.4 164.2

42 Saratoga Gap at Redwood Pk. Gate 181.8 542.2

43 San Bernardino-Big Bear Lake 7.4 11.2

44 Boulder Creek-Redwood Park 8.7 5.3

45 Wlllows-Rt. 3 N. of Biggs 12.6 6.9

46 Rt. 1 near Klamath River-Rt. 3

near Cray 14.2 5.1

47 Orland-Chico 14.3 1.6

48 McDonalds-Wendling 30.0 2.2

49 Calistoga-Lower Lake 8.8 14.2

51 Santa Rosa-Schellville 4.1 32.9

52 Alto-Tiburon 7.7 4.6

53 Fairfleld-Lodi 19.2 20.1

54 Near Michigan Bar-Central House 105.4 136.1

55 San Francisco-Spring Valley Dam 64.8 68.5

56 S. of Carmel Inters of Carmel

Valley and Big Sur Roads 24.9 12.4

57 Santa Maria-Bodfish 10.6 28.3

58 Mojave-Topoc 5.0 12.8

59 Lancaster-Baileys 4.8 5.6

60 El Rio-San Juan Capistrano 40.4 71.2

61 La Canada-Mt. Wilson Rd 9.5 31.4

fi?, Big Pine-Oasis 1.4 22.2

64 Mecca-Blythe 28.6 15.8

65 Auburn-Sonora 17.0 8.6

fie Manteca-Rt. 5 nr. Mossdale School 32.5 42.0

67 Pa.iaro R.-Rt. 2 near San Benito

River Bridge 9.0 3.5

68 San Francisco-BurUngame 35.2 51.1

69 San Quentin Road 10.2 33.8

70 rkiah Jet. Rt. 1 21.5 4.7

71 Crescent City-Oregon Line 24.1 32.5

* The decrease- shown on route 3 due to consti-uction work which
closes the heavily traveled portion of the road.

The actual number of vehicles passing each
individual station follows :

TRAFFIC CENSUS

July 1928, and 1929

Count 6 a.m. to 10 p.m.

Route I. Sausalito to Oregon Line

District IV

July. 1928 July. 1929

Sun. Men. Sun. Mon.

Station location 15 16 14 15

SausaUto to Feny Bldg 495 267

Sausalito, Hyde Street Ferry 11.154 4.111

(Continued on page 28.)

CA/JFOIx'MA IIIGIIWAYlS AND PUBLIC WORKS

Melones Dam on Stanislaus River.

The New Division of Water Resources

THE LAST legislature created a new
division of the Department of Public
Works to be known as the Division of
Water Resources. This division is directed by
the State Engineer and embraces all activities
in the department pertaining to water, water
rights, irrigation districts, hydraulic investi-
gations, dams, flood control and reclamation,
and includes all work under
the former Divisions of
Water Rights, and of Engi-
neering and Irrigation as
well as important new duties
delegated by the 1929 legis-
lature.

The work of the new Divi-
sion of Water Resources
classifies itself naturally into
five subdivisions, as follows :
Water rights, Water re-
sources investigation. Irri-
gation districts, Dams and
flood control and Reclama-
tion, and the organization of
tlie division has been set up
to place a deputy state
engineer in charge of each
of these main divisions with
the exception of irrigation
districts which are vested in
the State Engineer per-
sonally.

The act establishing the
Division of Water Resources
became effective August 14th
last and on this date the Director of Piiblic
Works apiiointed Edward Hyatt State Engi-
neer and the following deputies :

Edward ITyatt

A. D. Edmonston in charge of water re-
sources investigation.

R. L. Jones in charge of flood control and
reclamation.

J. J. Haley, Jr., administrative assistant.

FORMER DIVISIONS CONSOLIDATED

The work of the Division of Engineering
and Irrigation and the Divi-
sion of Water Rights has
been somewhat along paral-
lel lines for about 10 years
and the consolidation of
these offices has been con-
sidered at several times dur-
ing this period but was not
deemed desirable until the
1929 legislature met. The
reason for this was that the
water rights situation in
California in 1918, when
the Water Commission was
created, was in an extremely
confused and unsatisfactory
condition. This was due
among other causes to the
fact that there was no cen-
tral state authority, so that
until the last few years the
work of the Division of
Water Rights has necessarily
been to some extent explora-
tory in investigating past
court decisions and water
law and in setting up and
slaiidardizing methods of operation. This
work being so specialized has made it inad-
visable to combine the two offices heretofore.

Harold Conkling in charge of water rights. However, procedure is now well established

CALIFOKMA JIiaJIWAYS AAZ> PLlilAC WORKS

by experience and precedent and tlie time
I'or consolidation has come.

A stiidji of the work of the tiro diri.sions
and tin possibilifij of consolidation ifidicafes
clcarhi that such combination can now he
made, not onlij with economy to the state hut

with better service
to the public deal-
ing with water mat-
ters. Duplication
of effort in dealing
witli two state offices
on, water matters
will be eliminated
under the new divi-
sion and a more ef-
fective administra-
tive set-up, as well
as a more economi-
cal one, will be the
J. J. Haley. result.

NEW DUTIES ADDED

In addition to the worlv of the two former
divisions tlie new Division of Water Resources
has been delegated new duties. A state-
wide investigation of water resources has been
going forward intermit-
tently under the Division
of Engineering and Irri-
gation since 1921 and the
result, an incomplete re-
port on this subject, has
been given close attention
by the state and by the
1929 legislature. The ac-
tion of the legislature was
to direct a further inten-
sive investigation of the
whole subject of water
resources and the prepa-
ration of a state-wide plan
for submission to the 1931
le(gislature and appropria-
tions to carry on this work
were made. To make the
investigations anfl report
in the limited time allowed
will require a great amount
of hydraulic research within
the next sixteen months and
this work will be done by
the Division of Water Re-
sources.

SUPERVISION OF DAMS

A second item of state-wide
importance is the super-
vision of dams. The legis-

R. Li. Jones.

lature plac(Hl in tlie dei)artment, to be exer-
cised through the State Engineer, authority
over all dams in the state over a minimum size
and heiglit with directions to checkup and ap-
])r()ve all dams now existing, to supervise con-
struction of new dams and to supervise opera-
tion and maintenance of all dams. There are
more than 500 dams now existing in Cali-
fornia over the minimum size. An appropria-
tion was made to
carry on this
work during the
next two years.

FLOOD CONTROL

The work of
the division in
connection with
tlood control and
reclamation
is also of con-
siderable import-
ance and will be
increased through
a state and fed-
eral program on
the Sacramento-
San J 0 a q u i n
Flood Control
Project.

RIVER
RECTIFICATION

Bank protec-
tion and river rectification work throughout
the state are under the direction of the divi-
sion, a small fund being available to take
care of such work on a cooperative basis.
Maintenance of the Sacramento Flood Con-
trol Project is delegated to the division as
well as new construction activities on the
project under state direction. For the next
two years this will comprise
an extensive program.

Irrigation district ac-
tivities, while possibly not as
large as a few years ago, are
of the greatest importance
to the state. Irrigation dis-
tricts in California are
under close supervision by
the State Engineer's otifice
and bond issues by such dis-
tricts are under the super-
vision of the California
Bond Certification Commis-
sion, consisting of the At-
torney General, Bank Super-
intendent and the State

A. D. Edmonston.

Harold Coxkling.

Engineer.

(Continued on page 21.)

( ALIFORXlJ. HIGHWAYS AND PUBLIC WORKx

The California Highway Patrol

By Frank G. Snook^ Chief of the Division of IMotor Vehicles

PRIOR TO 1923, various methods and
systems of enforcing traffic laws and
regulating" traffic were employed in the
counties of California. In some, special
officers operated under the district attorney,
in others under the sheriff, and still others
under the board of supervisors.

Early that year, while the legislature was
in session, the Supreme Court handed down a
decision in the case of Logan vs. Shields, the
practical effect of which was to prevent
counties from employing traffic officers under
existing county government acts.

AX EMERGENCY ACT

Traffic enforcement was in a chaotic con-
dition for a time. Then, as an emergency pro-
position, the legislature passed an act em-
powering the chief of the Division of ]\Iotor
Vehicles to enter into contracts with the
various boards of supervisors to employ traffic
officer^!, such officers to be paid out of the
counties' share of motor vehicle registration
receipts.

While this new system was workable to a
certain degree, it was highly unsatisfactory as
actual practice proved. About twenty
counties entered into contract at once with
the division, but several others refused to do
so. Some entered into contracts for a time
and then withdrew. There was the constant
danger of friction.

SERVED TWO MASTERS

IMeanwhile traffic officers were put in the
position of trying to serve two masters.
Double-headed authority existed and the
officers did not know whether to take orders
from the supervisors who actually appointed
them and fixed their salaries or the state
officials who supervised their work.

If a county decided to withdraw from the
system, the law was so ambiguous that the
state w^as without authority to put its own
men in. There was a lack of uniformity in
traffic enforcement. Every county paid a
different salary for its officers. The men
could not be moved from one county to
another. In some s])arsely-settled mountain
counties the receipts from motor vehicle regis-
trations were so small that there was insuf-
ficient money to employ officers.

With these conditions in mind, we decided
to draft a bill that would put the state in

Frank G. Snook.

direct and undisputed control of the traffic
officers. Meanwhile public sentiment had
crj'stallized in favor of the change so that
when the measure was placed before the legis-
lature it carried the endorsement of the super-
visors, the development and safety groups, the
labor bodies and practically every other inter-
ested group. This sentiment was reflected in
the legislature and the bill was passed with
almost no opi)osition.

The measure received the enthusiastic sup-
port of Governor C. C. Young. In signing
it he issued a statement characterizing the
bill as "one of the most constructive pieces
of legislation passed by the legislature."

GOVERNOR FOR BILL

"It is not an untried experiment," said
Governor Young, referring to the statewide
patrol features of the new act. "It has been
tried out in several states and has attained a
notable success."

The new act authorized the following:

CMJFOh'MA JUanWAYS AND I'l HLIC WORKS

Eugene AV. Biscailuz.

1. Creation of the California Highway
Patrol, to be administered by the Division of
]Motor Vehicles, subject to the approval of the
Director of the Department of Public Works.

2. Appointment of a superintendent of the
patrol and his assistants by the division chief,
subject to the approval of the Director of Pub-
lic Works, and the reappointment of all exist-
ing- traffic officers operating in the counties for
a probationary period of one year.

8. Establishment of training schools for
officers of the patrol, creation of traffic dis-
tricts in the organization of the patrol, estab-
lishment of night patrols and all other organi-
zation details necessary to put the state force
on a high plane of efficiency.

PUT ON PROBATION

Under this arrangement, inspectors, cap-
tains and traffic officers, operating in the
various counties, attain a civil service status
after the probationary period of one year.
Thereafter they will be rated in efficiency in
accordance with the civil service act.

The new law provides that, whenever
vacancies shall exist in the patrol, the super-
visors of the county in which the vacancy oc-
curs shall submit a list of prospective ap-
pointees for the place who shall take civil

service examinations. In the event of failure
on the part ol" the supervisors to submit such
a list, the division files its own list of candi-
dates for the ])lace with the Civil Service Com-
mission.

AUTHORITY UNDIVIDED

This arrangement assures the cooperation
and good will of the supervisors without en-
dangering the principle of undivided and
undisputed authority of the state organiza-
tion.

Special authority is provided in the law for
moving officers from one county to another in
case of emergency, the single restriction being
that an officer may not remain outside his
home county for more than a week without the
consent of the supervisors.

We are now engaged in the organization of
the patrol and are well advanced in the
details.

A first step was the appointment of a
superintendent. This matter was given weeks
of constant study, and the field of prospective
candidates was well combed before a selection
was made.

BISCAILUZ MADE PATROL HEAD

In the appointment of Eugene W. Biscailuz,
former unclersheriff of Los Angeles County,

(Continued on pag'e 13.)

MOTORISTS OF STATE

WELCOME TEST OF THEIR

MOTORING KNOWLEDGE

Californians do not desire exemption from
examination for operator's licenses. To the
contrary motorists welcome a test that will
reveal their knowledge of the laws and practices
governing the operation of motor vehicles.

This is the statement of Frank G. Snook, Chief
of the Division of Motor Vehicles. It is based on
the fact that less than ten requests have been
received for exemption from the tests for
operator's license.

This is particularly significant when the num-
ber of motorists involved is considered.

Since July 11, 1929, Division of Motor Vehicles
now a part of Department of Public Works, has
been engaged in giving operators examinations
to all applicants whose operators license were
issued prior to January 1, 1927. Up to and
including August 23, 1,169,908 licenses were
issued following the examination of applicants.
Since January 1, 1927 and up until the time the
examination began a total of 1,065,712 licenses
have been issued. Accordingly there were on
that date an approximate total of 2,235,680
licenses in the state that are now legal. Excel-
lent cooperation in giving these examinations
has been extended by police officials in various
cities.

CALIFORXIA HIGHWAYS AXD PUBLIC WORKS!

Curve Widening Program is Adopted

THE Division of Higlnvays lias recently
adopted the policy of widening the
])avenient and roadbed on all curves
having radii of less than 500 feet. The widen-
ing which is applied to the inside of the
cun-es, varies from a minimum of two feet
for curves of 400-foot radius or greater to a
maximum of four feet for curves of 200-foot
radius or less. The transition from normal
unwidened roadway to fully widened road-
Avay is made in a distance of approximately
80 feet. In every case the pavement edges
follow mathematically precise curves which
insure pleasing appearance and are easy to
lay out.

The widening policy has been adopted in
line M'itli the best modern highway engineer-
ing practice in an effort to build into Cali-
fornia roads the maximum degree of safety,
ease and riding efficiency. Curve widening is
being practiced in various forms by a num-
ber of highway organizations usually, how-
ever, in connection with sharper curves and
narrower roadbeds than are used on modern
state highways. With the general adoption
of the 10-foot width for single traffic lanes,
20-foot width for two-lane pavements, wide
shoulders, moderate speed limits, and definite
restrictions of vehicle dimensions, curve
widening seemed unnecessary. In the last
>-ear or two, however, speed limits throughout
the country have undergone decided upward
revision in response to popular demand.

A properly aligned and superelevated curve
produces at reasonable safe speeds, little or
no steering effort or swerving sensation. A
])assenger riding with eyes closed should be
])ractically unable to distinguish between
straight and curved road. Various driving
tests indicate that on properly superelevated
curves of about 1000-foot radius or more a
car can be guided safely without appreciable
effort at any practical speed within a 10-foot
traffic lane. On curves of from 500- to 100-
foot radius the steering effort and sensation
of curving become appreciable and speed
restriction is often necessary on the shorter
radii if the driver is not familiar with the
road. On curves of less than about 500-foot
radius speed restriction is necessary and there
is a definite lurching effect at high speeds due
to the sudden change from straight to curved
]n'ogress. A too sudden change from a

Section at middle of curve sdomng
idened pavement and roadbed.

straight to a curved path is productive of
accidents. The change in direction should
be accomplished gradually to avoid the lurch-
ing and weaving tendencies. It is to assist in
this easier change of direction and to elimi-
nate as much as economically possible the
hazard which the sharp curve presents, that
the widening of roadbed and pavement are
introduced.

Standard widening as applied to California
highway curves modifies or overcomes the
tendencies encountered on the sharp curves
within practical limits and provides greater
safety and driving ease in the following
ways :

1. Sight distance is increased, which adds
to safety.

2. With the aid of a traffic stripe 10 feet
from and parallel to the inside edge of the
pavement, traffic in both lanes is directed
along a path which corresponds closely to a
parabolic transition between straight line and
curve. The approximate length of 80 feet
for the widening transition was selected care-
fully with a view to securing a combination
of the most natural, convenient, and econom-
ical transition for average, reasonable, prac-
tical speeds. Safety and driving ease are
thereby increased.

3. In case a car traveling at excessive speed
does lurch, additional passing room is pro-
vided on the outside of the cun-e, toward
which the car will swerve. The additional
width allows more room for maneuvering the
car and so adds safety.

4. Greater clearance, with increased safety
and beneficial psychological effect, is pro-
vided between passing vehicles of unusual
width.

(Continued on page 9.)

CALIFORMA HI(1H\VA)S .l.\/> I'l lUJc WO/.'A'N

Clippings, Letters and Comment

THE ]\ITLLION yard job on the Bayshore
Ilio'lnvay just south of San Francisco
bids fair to shine forth as one of the
most extensive undertakings on hig-hway work
in tlie state. This job is only 8.5 miles long,
but it embraces many types of construction
and each in a big way. A long reinforced
concrete arch underpass for a railroad spur
track to Visitacion Valley through lands of
the Crocker Estate, costing about $40,000;
a 65.000 rubble masonry retaining wall, a
double 8-foot by 9-foot reinforced concrete
box culvert 100 feet long, placed on piles, the
care of a 44-foot water main of the Spring
Valley Water Company involving a 500-foot
tunnel and a $17,000 wooden suspension
bridge over a slide ; 805,000 cubic yards of
roadway excavation with 150,000 cubic yards
of slides and a probability of as much again ;
a 7-incli bituminous macadam pavement 40
feet wide and much culvert sewer and right of
way problems, make this project an outstand-
ing piece of engineering.

But, anyone using the completed portion
south of South San Francisco, may easily see
that the expenditure of this vast sum is war-
ranted to complete this link of a coming great
highway. It is hoped to construct hard pave-
ment on this highway soon, as the heavy traffic
is making maintenance costs on the temporary
pavement almost prohibitive.

*****

Saving- Trees Along-
the Highways.

The Stockton Becord editorializes as fol-
lows :

It was gratifying to be assured by R. E. Pierce,
district engineer of tlie Highway Commission, that the
state program for the widening of Cherokee I>ane will
not interfere with the shade trees along that heavily
traveled thoroughfare. A survey has been made, he
declared at last night's meeting here, and it was found
that only a few straggling trees would have to come
down.

Although the state desires a 100-foot right of way,
he explained, the roadbed will only be 40 feet wide,
with four 10-foot traffic lanes and S-foot parking
spaces on the sides. This will not interfere with the
trees, the engineer indicated.

The local people want their highways to be wide
enough and adequate to handle our constantly increas-
ing traffic but they also want the trees, which mean
so much in the way of comfort and beauty, spared
if at all possible.

Planning For Proper
Width of Highway.

This from the Pasadena Siar News:

It is evident that the vision of California's most
ardent boosters of a quarter of a century ago was not
broad enough. It is true that those faithful, far-seeing
men and women sensed, with prophetic instinct, the
coming of a remarkable period of development in this
.titate. But the fulfillment is greater than the vision.
This is .seen in streets and highways. Not enough
width has been provided for actual needs of traffic
today, much less to meet the requirements of the
ex] landing future.

Favored are those municipalities which laid out
broad streets — especially their main arteries. Other
municipalities which did not iise this foresight, are
hastening to make up for their remissness. Many
street widening projects are in progress in different
cities and towns of the state.

And the same as to highways. Thei-e has been
widening of state and county highways over hmg
stretches of mileage. In some instances the second
widening in a few years is being made. The State
Highway Commission is urging that future highways
:-.hould be planned SO feet wide, to take care of the
amazing growth in volume of high-road traffic.

Eighty feet is cons'^rvative. It will not be long
until highways 120 feet wide v^dll be required, and
even 200 feet may be demanded in main arteries lead-
to and from big centers of population.

California, the truth is. faces such phenomenal
development that even the wisest and farthest-sighted
can not lay down now exactly what the near future
may re(]uire.

Federal Aid Given to
7022 Miles of Road.

During the fiscal year 1929, the federal government
cooperated with the states in the improvement of
7022 miles of federal-aid highways, bringing the total
mileage of the system improved with federal aid to
78.096. according to figures of the Bureau of Public
Roads of the United States Department of Agri-
culture. The year's mileage was improved in the 48
states and Hawaii by state highway departments
working in cooperation with the federal bureau. There
are approximately 188.000 miles of main interstate
and intercounty highways in the faderal-aid system,
of which the above mileage and approximately an
equal mileage built by the states without federal
assistance is now improved.

Hig-hway Maintenance
Men Also Fire Fighters.

A big emergency fire-fighting force was
placed at the command of State Forester 'M.
B. Pratt under the terms of a cooperative
agreement signed by the State Department

CALIFORXIA HIGHWAYS AND PUBLIC WORK^

of Public Works and the Department of
Natural Resources.

By i)rovisions of the agreement, main-
tenance crews of the highway will be subject
to call b.y state rangers at all times for com-
bating fires in and adjacent to liighAvay rights-
of-way, according to Fred G. Stevenot, State
Director of Natural Resources.

Tlie highway workers, it is provided, shall
work under the command of the forest ranger
or inspector in charge of the fire until re-
lieved. The Department of Public Works has
further agreed that its highway maintenance
men, when they discover a fire near their
work, shall independently take charge of its
suppression until members of the state fire
patrol reach the scene of direct operations.

Salaries of the maintenance men while em-
ployed in fighting fire will be paid by the state
forest service, except where the blaze was
caused by highway maintenance operations,
when the costs will be defrayed by the High-
way Commission.

"This agreement," said Stevenot, "is
another fine example of practical cooperation
between state agencies, made possible by the
coordination of state de])artments and closer
relationships that have resulted from Gover-
nor Young's cabinet of department chiefs."

Has New Sug^gestion
For Interstate Signs.

More courtesy in interstate highway signs,
is the suggestion made to the Department of
Public Works by E. V. King of Sacramento,
who writes as follows :

IVrmit me to submit, for your consideratiou, the
following suggestions outlined as briefly as possible:

Tlii're seems to be, and I suppose always will be,
a friendly rivalry among states which at times reaches
a stage that coidd hardly be called friendly, especially
in neighborhoods of jidjacent boundary lines.

California's magnanimity would be accentuated by
her primary step to change this feeling to one of high
respect from its neighbors which would ultimately
spread to other states creating good will and higher
respect for each others i)rerogatives. In other words
doing a good turn and having it found out by acci-
dent assures its own rewai-d.

To bring about the desired effect let us suppose
you motor to Nevada, crossing the state line you will
see a sign reading "Nevada" on one side and "Cali-
fornia" on the other with several apathetic uninterest-
ing notices whiit you should or should not do. which
of course is very necessary but would fail to impress
you and consequently you would journey on without
another thought.

Suppose on your return you saw a beautiful, nias-

i;ive sign or arch reading on the Nevada side :

THE WESTERN GATE

OF A SILVER STATE

TO ITS GOLDEN MATE

CALIFORNIA

REMAINS FOUND OF

PREHISTORIC SHARK

IN STATE HIGHWAY CUT

Remains of prehistoric animals have been
uncovered in a large cut, 60 feet in depth,
now being excavated on a section of state
highway in Kern County. This cut is being
handled by hydraulic methods, the material
being washed into the fill without the use of
any grading equipment. A dragline clears
the channel of rocks and boulders. The
deposit of the remains of prehistoric
animals includes a number of teeth, which
savants declare came from a prehistoric
shark. These teeth are in a remarkable
state of preservation, some having a perfect
enamel with no scars or blemishes.

and on the California side :

THE EASTERN GATE

OF A GOLDEN STATE

TO ITS SILVER MATE

NEVADA

The tourists traveling the Santa Fe Trail could be
pleasantly greeted while entering Arizona from Cali-
fornia with :

ARIZONA

WHERE THE DESERT MOON CASTS A

MYSTIC GLOW ON THE SILHOUETTE

OF A NAVAJO

Entering from Arizona into California one could
read :

CALIFORNIA
WHERE GOD HIMSELF A GARDEN BUILT
AND ALL THE POPPIES TINGED WITH GILT

A similar sign with appropriate inscriptions could
be established on our northern gateway into Oregon.
I believe these gateways would become the talk of
the nation.

Protective Work Wins
Editorial Commendations.

The following editorial is from the columns
of the Imperial Valley Press :

Travelers from the valley to Los Angeles by auto,
who wondered why the state was spending money
erecting huge mounds of earth along the highway
beyond Kane Springs, had the answer given them in
Sunday's storm.

Practically useless the great<'r part of the year,
the Hood protection system built by the State High-
way Commission proves its worth in a single day
when the wild waters rush down through gorges
and the dry desert becomi^s an inland sea.

In former years such an occurrence played havoc
with automobile traffic to and from the valley on the
Salton Sea route. Sunday's storm, thanks to the pro-
tective system, did little or no damage to the highway.
The railroad, without such protection, is placed out
of commissi<m.

I*eoi>le who have never seen it, can not imagine the
force and fury of these desfrt torrents which are

CALIFORNIA IIIGIIWAYS AND PUBLIC WOh'KS

fre:it('(l in a inimitc. rush wildly on their (•oursc,
swet'pinj; all in their path, and disaiipoar us (piickly
as they start, loavins costly dainafjc in their wake.

The hifihway flood protection system is worth every
cent it cost, even if its only benefit is to prevent
a luifii' rejiair bill on the highway. The fact that it
also prevents loss of time in transporting people and
merchandis;^ is additional justification for its con-
struction.

Ban Peddlers From
Highway Right of Way.

The Venice Yangnard publishes this article :

The state highway between Santa Monica and
Oxnard is not to be fringed with a line of peddlers
vending everything from peanuts to firewood.

This was the decision given yesterday by Justice
of the Peace John L. Webster of Malibu township, who
presided at the trial of a man arrested Sunday even-
ing near Topanga Canyon for selling firewood from
the coast road right of way.

Although .Judge Webster did not inflict a penalty in
this case, he warned that a second offense of this
nature would be punishable, and reiterated the state-
ment that it is against the law to use any portion
of the state highway as a sales-stand, also stressing
the fact that these stands add neither to the beauty
of the scenery nor to the motoring public's safety.

Courtesy of Highway
Employees Appreciated.

The following" letter addressed to Commis-
sioner Fred S. Moody comes from Ross A
Curran of San Francisco :

About a fortnight ago. I motored from San Fran-
cisco to Tallac on Lake Tahoe by way of Plaeerville
and found the road, with a few exceptions, in that
splendid well-kept state so characteristic of Cali-
fornia highways. There were, however, as perhaps
you know, places where the road was being widened
or otherwise under repair. At all of these places
regulation of traffic was not only expeditiously but
most courteously handled, and I must confess to a
pleasant astonishment when in every instance I was
thanked by a director of traffic for submitting to the
inevitable delay and which men obviously w^orking
under high pressure sought to make as short as
possible.

To you and your associates on the Commission, I
am prompted to offer this just tribute, and to express
through you to your employees my appreciation of
their attitude.

Applauds Work of
Fire Protection.

S. Parker Frisselle, chairman of the San
Joaquin Advisory Council of the California
State Chamber of Commerce, writes as fol-
lows :

The effective work done this year by the Division
of Highways, in the removal of fire hazards from
state highway rights-of-way, has been an important
step in the prevention of grass, grain and timber fires.

The San Joaquin Valley Regional Advisory Coun-
cil of the California State Chamber of Commerce

wishes to express its deep ai>preciation for this vital
work. We hope that you will be able to continue and
to expand this effort in future seasons.

Cortelyou Lauds Cooperation
of Santa Monica and Oxnard.

The following article is from the August 7
issue of the Santa Monica Outlook :

"A splendid example of intelligent legislation."
Thus did S. V. Cortelyou, district engineer for the
California State Highway Commission yesterday
laud the action of Santa Monica's city commissioners
in voting a setback ordiuiince that will in years to
come make it possible to develop Lincoln Boulevard
as an important link in the state highway system.

By actual check. Mr. Cortelyou explained, the Coast
road in front of Santa Monica is the heaviest traveled
state highway in California, with the prospect that
the continued increase of this traffic will be limited
only by facilities to care for it.

Under these conditions, the problem of the State
Highway Commission is to find arteries for through
travel that are so located as not to complicate still
further the problem of congestion with which the local
authorities must cope. In the selection of Lincoln
Boulevard for this new highway route, Mr. Cortelyou
believes that the Santa Monica commissioners have
taken a very forward step, and one that should be
followed immediately by the city of Los Angeles in
voting a similar setback through Venice and the terri-
tory adjacent.

As explained by the state highway engineer, the
importance of fixing the setback line for Lincoln
Boulevard through Santa Monica to make it a 100-
foot street later on is this :

The cost of improving a street remains about the
same from year to year, but the cost of acquiring the
necessary rights-of-way rises steadily and becomes
almost prohibitive after permanent improvements are
completed and property values begin to sky-rocket.

Questioned as to what the city of Oxnard had done
to obtain such a wide and well-paved link of the Coast
Highway through its limits. Mr. Cortelyou reported
that Oxnard carried out this improvement without
either state or county aid, and had not only paid for
the main highway, but assumed a second assessment
to create a parallel by-pass road connecting with the
state highway at both ends of the city.

CURVE WIDENING PROGRAM IS
ADOPTED

(Continued from page 6.)

The actual design of the widening is based
on a careful study of modern contemporary
practice and represents the best efforts of the
engineers of the California Division of High-
ways to incorporate into their highway
designs the maximum of safety and service
for present and future automotive traffic,
with due regard for the high speeds w^hich
almost surely will prevail in the future.

NATIONAL — Since 191G, Indian reservations have
been given 5G8 miles of highway improvements at
federal expense and 279 miles on a state coopara-
tive basis, costing a total of .?10,500,000.

10

CALIFORXIA HiainVAYS AND PUBLIC WORKS

The Civil Service Candidate

As the Examiner Sees Him

By C. S. Pope, Construction Engineer

C. S. Pope

THE WRITER has had so many oppor-
tunities to observe the causes which
operate to prevent candidates who take
tlie State Civil Service examinations in high-
way work, from attaining the grades they
seek, tliat a statement of these observations
may be of advantage to
future candidates. From
time to time, during exami-
nations, these causes have
been jotted down, and may
come under one or another
of the following heads :

( 1 ) Lack of study of the
requirements as given in
the Civil Service bulletins
;calling for the examina-
tions.

(2) Lack of education.

(3) Lack of experience in construction.

(4) Lack of experience in executive
control.

(5) Lack of study of the trend of highway
construction.

(6) Lack of experience in surveying and
the handling of field parties.

(7) huibility to explain to examiner the
information which the candidate really has.

(8) Attempts to impress the examiner that
the candidate was better informed or more
experienced than he really was.

Many applicants who enter examinations
do not read with sufficient care the Civil
Service bulletins which outline the educa-
tional and experienced requirements which
must be met before success may be attained
iu an examination. A study of the details of
these bulletins would often prevent the can-
didate fi-oni attemi)ting an examination for
which he was clearly not qualified.

Lack of education may be of two kinds, the
one technical and the other practical. Many
men may have secured degrees at college who
have done no additional studying since grad-
uation, have done no studying particularly
relating to highway matters, and have not in
general ke])t themselves informed on the
]irogress of highway work.

Many men enter engineering work in a
junior capacity and apjiarently with the same

viewpoint toward their work that a laborer
or tradesman has toward his job, and without
realizing that they are taking a position as an
assistant in a technical profession whose
standards are being constantly increased, j
Success in engineering work depends upon a I
projier application of scientific laws, particu-
larly tliose of i)h.vsics, chemistry and mathe-
matics. ]\Iany men who have entered engi-
neering work without this fundamental train-
ing are disappointed because they fail of
advancement, but are apparently unaware of
their weakness or make no effort to correct
it. This statement is not made with any in-
tention ^f discouraging a man who may be
without formal educational training, but who
is willing to study and work to increase his
fitness for the position he seeks. Many men
in such condition have succeeded in attaining
advancement to responsible positions and
there are many very good correspondence
courses, particularly those of the extension
departments of state universities, by which
they can profit.

]\Iany candidates state that they have
started a correspondence course but have dis-
continued their studies. It is realized that
it is difficult to study under certain condi-
tions, but study is certainly essential to
progress.

Practical education would include a knowl-
edge of practical highway construction and
might be obtained either in the state high-
way organization or outside of it, but it is
particularly essential if the candidate does
not have a technical education to begin with.
]\Iany candidates fail to have a proper knowl-
edge of design, nor do they seem to have
made any study of the subject.

Lack of experience in construction or even
observation of construction is often a cause
leading to the elimination of the candidate.
The ordinary types of construction with which
candidates should be familiar are grading in
botli mountain and valley locations, rock sur-
facing, oiling, bituminous macadam, bridges
or other concrete or timber structures, cul-
verts, and the various types of pavements.
Candidates often show a decided lack of
knowledge of why structures are built as they
are and of the reasons for the placing of

(Continued on page 15.)

V ALIFORM A HIGHWAYS AXI) I'llilJC WOh'hS

11

Road Improvements Made Possible

by New Contracts Awarded in August

The following summary shows the award of
eontract from July 26th, to August 31st, in-
elusive, the sections to be improved under
these contracts and the character of their
improvement :

Stockpiling for Skyline Boulevard.

Tieslau Brothers, Berkeley. — Producing and stofk-
Iiilins crushed gravel or stone screenings between La
Honda Road and Saratoga Gap on the Skyline Boule-
vard. Contrac-t price, .'?1S,245.

Surfacing for Victory Highway.

Meyer Rosenberg, San Francisco. — Application of
bituminous surface ti-eatment, 18 feet wide, on a sec-
tion of the Victory Highway, 6.9 miles in length
between Soda Springs and Donner Lake. Contract
price, .$18,583.50.

Arrowhead Trail Project.

George Herz & Company, San Bernardino. — Grad-
ing and surfacing with oil-treated crushed gravel or
stone, a section of the Arrowhead Trail, 13 miles in
length, between Barstow and 1 mile east of Yermo.
This project begins at the north end of Barstow and
connects at its eastern end with the project under
construction 1 mile east of Yermo. Contract price,
$169,695.85.

Tahoe-Southern California Improvement.

Fred W. Nighbert, Bakersfield. — Grading a roadbed
36 feet in width and placing a surfacing of oil-treated
crushed gravel or stone 20 feet wide on the section of
the route between Lake Tahoe and southern Cali-
fornia, via the eastern side of the Sierras. This con-
tract is in Inyo County between the southerly county
boundary line and Little Lake, and is 9.8 miles in
length. Contract price, .$111,920.10.

Golden State Highway Project.

Valley Paving and Construction Company. Visalia. —
Grading roadbed .36 feet wide and widening and
resurfacing the existing 1.5 feet of cement concrete
base with asphaltic concrete 20 feet in width, on a
section of the Golden State Highway, also known as
the Valley Route. This section is in Tulare County
between its southerly boundary and Pixle.v. and is
12.2 miles in length. Contract price, $287,674.

Lilly-Willard and Biasotti of Stockton. — Grading
and surfacing with untreated crushed gravel or stone,
20 feet in width, a section on the main Valley Route,
between a point 2.5 miles north of Turner Station
and the Mariposa Road, in San Joaquin County.
This section is 1.1 miles in length. Contract price,
$.30,428.

Widening With Rock Borders.

Smith Brothers, Eureka. — Widening with oil-
treated rock borders a section of the Napa Valley
Route. 5.3 miles in length, between Napa and Green-
wood Corner. Contract price, $14,772. .50.

New Bridge on Tahoe Route.

Lord and Bishop, Oroville. — A reinforced concrete
girder bridge across Tallac Creek in El Dorado
County, on the Placerville-Lake Tahoe Route. Con-
tract price, $8,848.50.

Eliminating Four Curves.

Fredrickson and Watson and Fredrickson Brothers,
Oakland. — Grading roadbed 34 feet wide and sur-
facing with bituminous macadam 20 feet on a section
3.1 miles in length between Napa Wye and the Solano
County line. This improved alignment will eliminate
three sharp curves and one reverse curve. Contract
price, $69,004.60.

Revision of Alignment.

Matich Brothers, Elsinore. — Grading and paving
with Portland cement concrete 0.7 mile in Orange
County, between Serra and San Juan Capistrano.
The roadbed is to be 40 feet wide and pavement 20
feet wide. This project is a revision of alignment
and replaces five short radius curves with two curves
of longer and safer radii. Contract price, .$31,751.

Improving Surface.

M. J. Bevanda, Stockton. — Constructing bituminous
macadam surfacing at different locations between Los
Alamos and a point on the Coast Highway 6.5 miles
north of that place. Contract price, $11,551.90.

W. A. Dontanville. Salinas. — Constructing bitumi-
nous macadam siu-faciug from a point about 7 miles
north of Salinas to San .Tuan. about 2.4 miles
altogether. Contract price, $9,909.

Rose Canyon Work.

R. E. Hazard Contracting Company, San Diego. — ■
Grading 5.4 miles between Balboa Avenue and Torrey
Pines road to a roadbed width of 46 feet. This sec-
tion will be a part of the main line route between San
Diego and Los Angeles, and is generally known as the
Rose Canyon Route. It constitutes an improvement
of the present traveled way via La Jolla and shortens
the distance 4.5 miles. Contract price, $106,830.80.

De Waard & Sons, San Diego. — Reinforced concrete
girder bridge across Rose Canyon in San Diego con-
sisting of seven 30-foot spans. Contract price,
$.30,515.

Opens Recreational Areas.

H. W. Rohl Company, Los Angeles. — Grading 24-
foot roadbed on a section of the Arroyo-Seco Highway
in Los Angeles County, between La Canada and a
point 2.2 miles northerly. The project includes a
large amount of reinforced concrete cribbing to hold
the banks on steep mountain slopes. This section is
a pai-t of the Arroyo-Seco road, climbing up from the
canyon to the ridges in the high c-ountry above Pasa-
dena. It will open up additional recreational regions.
Contract price, $244,.532.40.

Macadam Surfacing, Rock Borders.

J. E. Johnston, Stockton. — Placing bituminous
macadam surfacing over present cement concrete pave-

12

CALIFORXIA HIGHWAYS AND PUBLIC WORKS

ment and placing rock borders on each side of pave-
ment, for a total length of 11.3 miles between Roseville
and one-half mile north of Andora subway in Placer
County ; between Dry Creek and Morrison's Crossing
in Yuba County ; between Bretana and Dunnigan in
Yolo County; between Genevra (Berlin) and a point
2.G miles north, in Colusa County. Contract price,
$58,700.

Graveling Surface.

Ilemstreet & P.ell, Marysville. — About 3.5 miles of
gravel to be spread on a section of the Orovillc-Willows
lateral between a point one-half mile west of Butte
City and the Chico road in Glenn County. The gravel
is to be treated with fuel oil. Contract price, $5,652.50.

Redwood Highway Improvement.

Heafey-Moore Company, Oakland. — Surfacing with
bituminous macadam a section of the Redwood High-
way between Mill Creek and Trinidad, lO.G miles in
length in Humboldt County. The surfacing is to be
20 feet wide over the present crushed rock surface.
Contract price, $38,564.50. (Rock and oil to be fur-
nished by state.)

Heafey-Moore Company, Oakland. — Surfacing with
bituminous macadam 20 feet wide over existing
crushed rock surfacing 14.9 miles between one mile
south of Orick and the northerly county boundary
of Humboldt County. Contract price, $62,445.

J. C. Comptou, McMinnville, Oregon. — Surfacing
with bituminous macadam under same specifications
as above contract a section in Del Norte County
between Elk Valley and Smith River, 3.8 miles in
length. Contract price, $12,186.

Better Alignment, Better Grades.

C. Miles, Sacramento. — Grading and surfacing with
crusher run base, bituminous surface treated, a section
of the Bishop-Mono Lake road in Mono County,
between Mattley Ranch and Leevining. This section
is 2.2 miles in length and the surfacing will be 20
feet wide. This project includes improvement in
the present road by a revision and betterment in
alignment and grades. Contract price, $54,567.

Increasing Traffic Capacity.

Monarch & Breen, Portland, Oregon. — Grading sec-
:ion 38 feet wide in San Diego County, between Miller
Creek Tecate Divide, 3.9 miles in length. This is a
part of the San Diego-El Centro road. The new align-
ment and grades on this section will make an in-
ci"eased traffic capacity possible. Contract price,
$73,897.20.

Two Grade Crossings Eliminated.

Otto I'arlier. Tulare. — Undergrade crossing beneath
the Southern Pacific tracks at Califa in Madera
County. This subway will eliminate the present grade
crossing at Berenda, 4 miles south of Califa, and
will also eliminate the grade crossing at Califa on
the I'acheco I'ass route by combining the two <'ross-
ings at this location. The subway will consist of
concrete abutments with wing walls and grading and
paving approximately 280 feet of roadway with Port-
land cement concrete 34 feet wide. The super-
structure is to be placed by the Southern Pacific
Company. Contract price, .$31,463.50.

NONRESIDENT CARS

Since .January 1, 1929, the Department of Public
Works has checked 76,451 nonresident cars through
border checking stations located at Yuma, Daggett,
Dunsmuir, Clam Beach, Donner and Meyers.

Salinity Studies

Along Delta Are

Now In Progress

The investigation of the behavior of salinity
in the delta of Sacramento and San Joaquin
rivers in relation to the inflow of fresh water
into the delta and to the tidal action, has been
carried forward very actively both in field
and office. Salinity samples are being taken
at 70 regular stations throughout the bay and
delta regions every four days. During and
following the period of minor flood conditions
in Sacramento and San Joaquin rivers, daily
observations were made of the salinity con-
ditions at 25 representative stations. Sixteen
tidal cycle surveys over 24-hour periods were
made at eight stations to ascertain the rela-
tion of salinity both as to stage of tide and to
depth of water. In order to determine the
distribution of salinity at the mouths of the
Sacramento and San Joaquin rivers, eight
surve.ys have been made at each of the two
stations established near Antioch above the
mouth of the San Joaquin River and near
Collinsville above the mouth of the Sacra-
mento River. Samples were taken simul-
taneously at each station on each survey at
points about 200 feet apart and for several
depths. About 1000 samples in total were
obtained and analyzed in these sixteen sur-
Yeys. Continuous records are being obtained
at 17 stations extending from the Presidio on
San Francisco Bay to Sacramento on the
Sacramento River and to Stockton on the San
Joaquin River. The United States Coast and
Geodetic Survey, War Department, and the
California Debris Commission have cooperated
s]>lendidly with this office in furnishing data
and supplying equipment for this work.

Relative salinity content of water diverted
for irrigation and water pumped out as drain-
age from representative islands is being deter-
mined. More than 3000 samples of water
have been taken to date in this investigation.
These have all been analyzed to determine the
chlorine content, by the State Highway Labo-
ratory under the direction of Mr. T. E.
Stanton, Materials and Researcli Engineer.

The engineering advisorv conunittee, Messrs,
II. L. Ilaeld, Thos. II. Means and George A.
Atherton, met in Sacramento on July 26, re-
viewed the work accomplished by this office,
and advised as to the continuance of the work.

A court has decided that a cow in the road always
has the right of way. This indicates that the courts
are just learning what the cows have always known. —
San Diego Vnion.

CALlFORyiA HIGHWAYS AND PUBLIC WORKS

lA

THE CALIFORNIA HIGHWAY
PATROL

Continued from page 5.)

Ave have secured a man of the liigliest caliber.
]\Ir. Biscailuz did not seek the job, and, in-
deed, it was only after considerable persuasion
that Ave were able to convince him he should
make a personal sacrifice to serve his state and
country as head of the California Patrol.

The appointment of Mr. Biscailuz met with
universal approval. I have received scores of
letters and telegrams containing congratula-
tory messages.

The ncAv superintendent is going about the
job in a businesslike manner. His first step
has been to undertake a survey of the various
squads, operating as independent units up to
now, with a view to correlating and standard-
izing their work.

This will require some weeks. Nothing will
be done hastily and without due deliberation.

ORGANIZING DISTRICTS

^Meanwhile other plans are under way for
the organization of traffic districts in accord-
ance with the new act and the creation of
night patrols. I consider the latter most im-
portant, inasmuch as a large percentage of
our fatal accidents occur at night.

We believe the officers will like their new
superintendent, Mr. Biscailuz, and we believe
they are going to be proud to be members of
the new California Highway Patrol. We
want to popularize the patrol, to give it
prestige. That can be accomplished only when
every officer sets himself in tune with the gen-
eral scheme and comes to a realization of the
dignity of his job.

Biscailuz has announced that he will rate
the efficiency of his officers not on the number
of arrests on their respective beats, but on the
number of accidents. I am heartily in
sympathy with the idea he is trying to express
there, as, I am sure, is B. B. Meek, director
of the Department of Public Works. Both
Mr. Meek and myself feel that the traffic
officer's most important work is to reduce
accidents.

ASKS COOPERATION

We have a great deal to do in perfecting
this organization and expect to be pretty hnsy
for several months. The new patrol is our
responsibility. We asked for it and the legis-
lature gave it to us. Its success or failure will
now depend upon our administration of it.

Let me say here that I am glad the Division
of Motor Vehicles has been made a part of
the Department of Public Works, for I be-

FLOOD CONTROL

FOR SACRAMENTO AND

SAN JOAQUIN RIVERS

At the incotinf; of the Roclamatiou lioard lu'ld on
July 24. the Board approved the rei>ort of the special
committee, consisting of A. M. Hartou, Stephen W.
Downey and R. L. Jones, concerning the construction
program for the year ending June ?>(). 1930, and
adopted the program therein recommended. The pro-
gram for construction is as follows :

U. S.

"West Intercepting Canal —

Project No. 6-R. W

Construction $12,500

Clearing Butte Slough,
Sutter and Tisdale By-
passes, Project No. 6

Sycamore Slough Gates— 8,000

Feather River levee, Star

Bend 33,640

Feather River levee, Lake

of the ^Voods 34,244

Removing levees. Feather

River

Clearing Feather River- — -

Eliza Bend

Star Bend

Lake of the W'oods

Above Marysville

Feather P^-iver levee,

Hamilton Bend 6,000

Clearing Ainerican and

Sacramento rivers

Control works at Nelson

Bend 14,000

State

$5,000
12,500

65,000
4,000

16,820

17,122

15,000

2,500

1,500

5,000

18,558

3,000

7,500

14,000

Local

$4,000
16,820
17,122

3,000

14,000

Totals $108,384 $175,000 $54,942

The foregoing program and report were approved
by the California Debris Commission, by the construc-
tion committee of the Flood Control Association of
Sacramento and San Joaquin Rivers System, and by
the Feather River Associated Levee Districts. The
levee construction involved is all on the Feather
River, and the program is satisfactory to all interests
concerned. In fact, no objections whatever were made
to the program as finally presented.

At the same meeting, the Reclamation Board, by
resolution, requested the Department of Public Works
to prepare the necessary plans and estimates for the
various units of work involved.

Preliminary surveys were made for new project
levee construction on the Feather River at Star Bend
and Lake of the Woods. Each of these lines was
approximately one mile in length, and they were
made for the purpose of preparing a fairly accurate
preliminary estimate of the cost of these units.

IDAHO leads the states in mileage of national
forest roads and trails, with 1770 miles of roads and
8848 miles of trails.

lieve the change will do much toward bring-
ing the builders of our state highways clo.ser
to those charged with the patroling of these
highways. It is my hope that the closest of
cooperation may prevail, for we have many
problems in common.

Lastly and most important of all, we must
have the assistance, cooperation and confidence
of the motorist to make the California High-
way Patrol a success. We invite criticism
from the public and suggestions that will
enable us to handle our work better.

14

CALIFORXIA HIGHWAYS AXD PUBLIC WOh'KS

Program Adopted
For Water Study in
San Joaquin Valley

A PROGRAM for the investigation of
water conditions in the San Joaqnin
Valley has been outlined by the Divi-
sion of Water Resources. The investigation
comprehends an inventory of the local water
supplies, an inventory of the irrigable lands
clas-iified as to their ability to pay for a
water supply, an estimate of the immediate
and ultimate water requirements of these
lands for full development and of the amount
of water required to be imported to meet
these requirements, and an estimate of the
l)hysical works necessary for making avail-
able an adequate and dependable water supply
for this area. In connection with this in-
vestigation the following has been accomp-
lished to date :

1. All of the irrigable lauds in the valley south
of Fresno River have been classified, about 5,000,000
acres. This work is being continued and extended
toward Stockton.

2. A crop survey of the entire area is underway.
The major part of Tulare County and a part of
Kings County have already been covered. This
survey will also cover entire valley.

3. In c*ooperation with the irrigation districts,
all of those wells on which observations have been
obtained for the past several years, and on which
actual elevations are not available are being referred
to the datura of the United States Geological Sur-
vey. Provision has been made for obtaining a set
of observation on all of the wells, totaling between
2000 and 3000 on or about October 1.

(JfEce studies have been carried forward to deter-
mine the economic location of exchange canals from
the San Joaquin River to the Kings River and
Kings River to Kern River. These studies together
with a field trip disclosed that it is physically
feasible to deliver Kings River water into Kern
County.

SACKAMENTO VALLEY INVESTIGATION

A program similar to that for the San Joaquin
Valley has also been outlined. The work to be
included in this investigation will be parallel to that
for the San Joaquin Valley except that it also com-
I)rehends a plan for making available an adcMpiate and
dependable water sui)ply for the industrial area on
Suisun Ray and for the control of salinity in the
delta of the Sacramento and San Joaquin rivers.

SOUTHERN CALIFORNIA INVESTIGATION

In connection with the investigation on the Mojave
River, six tentative iK)ints of measurement of stream
flow have been selected to determine the water supi)Iy
in that basin. Arrangements have been made for the
continuation of stream gaging in the Santa Ana
River watershed and for the continuation of the
study of the flood problems of this area in con-
junction with the United States Department of
Agriculture.

Progress of Work

At Various State

Institutions Told

THE Division of Architecture announces that
plans have been approved and bids advertised
for two buildings at the Mendocino Hospital
with a total capacity for 240 patients. Working
drawings are being completed and will be ready for
advertising for bids about September 20th for the
reconstruction of what is known as "Ward 7" at
Mendocino. The portion of this new group provided
for in the 1929 budget will add 120 patients to the
(•apacity of the institution.

At Patton a contract has been awarded and work
in the field is underway under a 1929 appropriation
for a ward building which is to bouse 50 tubercular
male patients.

At Agnew, the Director of Institutions has approved
the use of plans now available for patients' ward build-
ings and other buildings at the farm provided for in
the 1929 budget, with a view to getting this con-
struction under way promptly.

A similar course of procedure is to be given con-
sideration in connection with the new institution for
insane in the south. Action by the Division in this
instance is awaiting selection of a site.

Bids for a ward building for patients at Sonoma
State Home for the feeble-minded, provided for in
the 1929 budget will be opened on October 1st. This
building will accommodate 80 patients but is intended
to replace an existing building which has been con-
demned. Preliminary work on the reconstruction of
the north wing of the main building at Sonoma
recently damaged by fire and which housed a large
number of patients, is now under way in the field.

It will probably be agreed in connection with a ward
building for SO patients at Pacific Colony, to use
plans now available.

At Folsom Prison a change in field organization is
being made which will speed construction W(a-k on the
cell block, hospital and administration unit which has
been under way for some time.

NATIONAL PARK TRAVEL

According to the National Park Servict\ United
States Deitartment of the Interior, automobile travel
to the national parks has made trem(>ndous strides in
the last six years. In 1923 a total of 191,287 private
automobiles entered 12 of the western parks ; in 1928
the number was 439,049 cars, 129 per cent more than
in 1923 ; and the 1928 figure for one of tlu^ parks was
420 per cent greater than the 1923 figure.

Rastus: "I tells you. Sambo, I done found out de
defference between men and de women a( las'."

Sambo: "What — what is it?"

Rastus: "Wall, a man'll gib two doll.irs for a one
dollar thing dat he wants, an' a woman'll gib one
dollar fer a two dollar thing she don't want I"

In connection with the snow survey work, author-
ized by the last legislature, considerable progress has
already been made in establishing contacts with the
users of water from the various streams which will
lend cooperation in laying out courses, constructing
stations and furnishing observers. Equipment is now
being collected and arrangement and plans being made
to carry on this work.

CA LI FORMA UfdinVAYS ASD rifUJC ll'OA'A.s'

15

THE CIVIL SERVICE CANDI-
DATE AS THE EXAMINER

SEES HIIVI

(Continued from page 10.)

reinforcement and its importance in certain
locations.

Lack of experience in execntive control is
often shown by candidates avIio apply for a
job which reqnires the running of a field party
or the controlling- of inspectors, in which
Avork they have never had any experience.
The contacts which must be maintained with
contractors and the public in a harmonious
manner are most important, and are con-
sidered by examiners in judging the fitness of
a candidate to have charge of work.

Lack of study of the trend of highway constriu-tion
is one of the surest means to obtain a poor rating
when trying for a position of advanced grade. Tlie
examiners themselves are usually eager to obtain all
the information possible along these lines, and to have
candidates come before them who have taken no
interest in the study of the progress of highway design
and construction immediately prejudices them against
the candidate. Employees who do not study, who
take no magazines relating to highway work, belong
to no engineering society, have not read the manuals
issued by the departments for their benefit, have no
books on highway engineering, materials or inspection,
and who. in general, feel that they just have a job.
do not arouse the interest of the examiner.

Lack of experience in surveying is often a cause
of a candidate being unsuccessful in his examination,
since surveying and mapping are the essential founda-
tions of all highway work. Experience in location
surveys and construction surveys are essential to a
well rounded career in highway engineering, and
employees who do not make a study of these subjects
will find great diflScnlty in progressing.

Inability to explain to the examiner the informa-
tion which the candidate really has is a serious
obstacle to his passing the examination. As a rule,
the examiner will do all in his power to put the
candidate at his ease, as their purpose is not to find
an excuse for rejecting him but more to bring out
the information which will indicate whether or not
he will be of value to the state in the position which
he seeks. If candidates will bear in mind that the
examiner has probably had to talk to a great many
candidates of various kinds before he came along, and
may be more or less disgusted with their inability to
express themselves, he w^ill have a better understand-
ing of the means of approach which he should use in
presenting his claims for acceptance in a grade.

Attempts to impress the examiners that the candi-
dates are better informed or more experienced than
they really are is usually not attendant to success.
The examiners have had a great deal of experience
in meeting people, and can readily detect the bluffer.
Applicants should bear in mind that the examiners
are not unfriendly, but they have had to interview a
great number of applicants of various kinds. They
are frequently behind schedule through giving
aiiplicants who were poorly prepared or unable to
exrpress themselves more than their allotted time, to
afford them an opportunity to demonstrate the neces-
sary qualifications and may be more or less at the
point of giving up in despair in their efforts to develop

nccc'ssary information from people who at first contact
do not seem to have it.

Many candidates sulTer from the habit of securing
glowing tributes to themselves from former employers.
They thus attempt to build up a paper record for
themselves which will indicate to the examiner that
the state would suffer a great loss if they are not
employed or granted the increase in rating for which
they apply. While it is true that a candidate should
be rated as fully and justly as possible, it is also true
that a candidate who has been overrated in the
opinion of his employer naturally is handicapped when
appearing before the Civil Service examiner. Some
department heads lack the firmness or judgment to
give a sufliciently strict and honest evaluation of the
characteristics of their employees, and this tendency
soon shows up when a number of recommendations
are received, each bearing the imprint of good fellow-
ship rather than a correct and just analysis of the
candidate's abilities.

It is my belief that the examiners are usually just
in their analysis of a candidate's capabilities, and so
far as my experience goes, they have been willing to
discuss matters with a candidate who has been unsuc-
cessful in order to point out to him the causes which
prohibited them from giving him a better grade than
he received. Many candidates assume at once that
they have been unfairly dealt with, whereas, if they
would analyze, for themselves, some of the causes
which lead to their failure as outlined above, they
would no doubt be in a position to correct these
difficulties in future examinations.

"HOW TO CASH IN ON THAT ACCI-
DENT POLICY"

Always drive fast out of alleys.

Always race with locomotives to crossing. Engi-
neers like it ; it breaks the monotony of their jobs.

Always pass the car ahead on curves or turns.
Don't use your horn, it may unnerve the other fellow
and cause him to turn out too far.

Demand half the road — the middle half. Insist on
your rights.

Always speed ; it shows people you are a man of
pep.

Never stop, look or listen at railroad crossings. It
consumes time.

Drive confidently, just as though there were not
eighteen million other cars in service.

Always lock your brakes when skidding. It makes
the job more artistic.

Always speed up to cars ahead of you ; also speed up
to stop intersections ; then slap on the brakes ; it helps
the tire manufacturers increase sales and gives you
additional time in the repair shop for brake linings.

If the mechanism of your motor when running does
not sound good, don't stop to investigate — keep on
going just to see what happens.

Always pass cars on hills. It shows you have more
power ; and you can turn out if you meet a car at the
top.

Never look around when you back up. There is
never anything behind you. — Contributed.

SASKATCHEWAN — A 1000-mile continuous gravel
road directly across the province, which will be com-
pleted this year at a cost of more than 81.000.000,
is a feature of a $20,000,000 four-year road program
just begun. About 2000 miles is to be added to the
improved provincial system.

IG

CALIFORNIA HIGHWAYS AXD PUBLIC WORKS

Progress Reports From the Counties

ALAMEDA COUNTY

The contract for widening- of the section of the
Oakland-San Jose road between Hayward and Niles
has been let to Hanrahan Company of San Francisco.
Tlie work is just starting and consists of regrading the
roadbed and widening the pavement from 18 feet to
29 feet by constructing an 11-foot Portland cement
concrete strip on the easterly side of the existing
pavement and surfacing the existing pavement with
asnhaltic concrete.

This work is similar to that done on the section
between Warm Springs and Milpitas and will be a
big step in the reconstruction of this road between
the East Bay cities and the Santa Clara Valley and
the coast route to Los Angeles.

CONTRA COSTA COUNTY

Traffic using the Martinez road will appreciate the
new work through Pinole and Hercules as traffic is
now carried over much of this section on finished
pavement. The Portland cement concrete work is
progressing rapidly. When this section is completed,
the road from Oakland to the Carquinez Bridge will be
a widened boulevard that will serve for the present
the extremely heavy and rapidly increasing traffic
over this section.

DEL NORTE COUNTY

The Holdener Construction Company, who have the
contract for oil surfacing 35 miles of the Redwood
Highway from the Oregon line to the new Hiouchi
Bridge "over Smith River, expect to have the work
entirely completed within another month.

The Holdener Construction Company also have the
contract for producing and stockpiling approximately
5700 cubic yards of crushed rock for a light bitumi-
nous surface over the 22 miles of the Roosevelt High-
way in Del Norte County, between Crescent City and
the Oregon line. It is expected that sufficient rock
will be produced in order that state forces may begin
placing of the surfacing by the first of September.

The Webber Construction Company have just com-
pleted the placing of additional crushed rock surfacing
over 4 miles of highway between a point 5 miles east
of Crescent City and the new Hiouchi Bridge over
Smith River, on the Redwood Highway. They have
also stockpiled sufficient crushed rock for letting to
contract the placing of a 2-inch by 20-foot bituminous
macadam surface over the entire 4 miles.

Bids were opened for tlie construction of the 2-
inch by 20-foot bituminous macadam surfacing on
August 14, and J. C. Compton was the low bidder
on the work.

J. E. Johnston, who has the contract for grading
and surfacing the Redwood Higliway between Klamath
River and Wilson Creek, has practically completed all
the grading and surfacing work and the road is open
to public travel throughout. He is now completing
the necessary protection work along the ocean shore
near the northerly end of his contract. It is expected
that the contractor will have the job complete by the
end of September.

Mr. J. E. Johnston also Has the contract for grad-
ing and surfacing between the southerly Del Norte
County line and the head of Richardson Creek, a point
2 miles south of Klamath River. The grading and
surfacing have been sufficiently completed so that
traffic has been carried over the work during the
past winter and it is expected that the contractor will
complete the finishing work within another m.onth and
additional drainage work by the middle of September.

By the end of the summer season it is expected
that all the Redwood Highway and Roosevelt Highway
in Del Norte County, with the exception of approxi-
mately 7 miles of the J. E. Johnston contracts, will
have received a light bituminous surface or a higher
type oil surface, and will be in excellent condition to
carry over the winter.

FRESNO COUNTY

Convict Camp Number 19, near Hume on the Kings
River Canyon Route, is now in full operation, there
being about 120 convicts on the work and two power
shovels employed. Activities at present are confined
to the 5 miles of road between north line of General
Grant Park and the convict camp.

Contractor Tieslau has started operations on his
contract, which provides for an 18-foot oil-treated
gravel surfacing between Coalinga and Parkfield Junc-
tion.

HUMBOLDT COUNTY

The Webber Construction Company has the contract
for producing and stockpiling bituminous macadam
rock along the Redwood Highway for a 20-foot by
2-inch bituminous macadam between a point 1 mile
south of Orick and the northerly Humboldt County
line. The rock as yet produced is not sufficient to
permit the starting of the placing of the macadam
surfacing immediately, but it is expected that the
contract for the placing of the macadam surfacing
will be completed in the late spring of next year.

The Engelhart Paving and Construction Company
have a contract for placing additional surfacing and
stockpiling rock for bituminous macadam pavement on
approximately 3.3 miles of the Redwood Highway
between Big Lagoon and Orick. The work is approxi-
mately one-third complete.

Kern & Kibbe have the contract for placing addi-
tional crushed rock surfacing over 4.3 miles of the
Redwood Highway, from Trinidad southerly to Little
River, and for stockpiling rock for bituminous macadam
pavement over the same distance. The surfacing
was completed about August 20th and the stockpiling
of the macadam rock is under way.

W. C. Elsemore has completed approximately one-
third of his contract of producing crushed rock for
bituminous macadam pavement between Mill Creek
and Little River, a distance of about 6.4 miles.

Bids were opened on August 14th for placing the
bituminous macadam over the entire stretch between
Mill Creek and Trinidad, and Heafy-Moore Co. of
Oakland were the low bidders.

The reconstruction of the highway between Mad
River and Mill Creek, 0.9 mile, by Ellison & Smith,
contractors, is about 75 per cent complete and it is
expected that traffic will be carried over the new work
before the winter rains set in.

Contractors Kennedy & Bayles have made splendid
progress on their contract for grading and surfacing
the Redwood Highway between Areata and Mad River
and it is expected that they will complete their con-
tract by the last of September.

The Butte Construction Company, who have the
contract for the construction of the new bridge over
Mad River, have made good progress and it is expected
that the next season's tourist travel will be carried
over the new bridge.

The construction of the overhead crossing of the
highway, over the Northwestern Pacific Railroad and
the Areata and Mad River Railroad, approximately
1 mile north of Areata, is under way by the Mercer-
Fraser Company of Eureka.

The completion of the last four named contracts is
expected in time to permit traffic over the entire
distance between Areata and Mill Creek by early next
spring.

CALIFORXIA HIGHWAYS AND PUBLIC WORKS

17

Tlie grading: of the new liisliway between Lok-la and
a point approximately 7i miles south of Eureka, a
distance of 3.7 miles, is under contract to E. C. Coats
of Sacramento. The grading work was approximately
half complete on the last of August.

drainage between Hanford and a point 8 miles east
of Route 10. Work will be under way within a short
time.

INYO COUNTY

From the southerly boundary to Little Lake, a dis-
tance of approximately 9.8 miles, Fred W. Nighbert
has recently entered into a contract to grade and place
an oil-treated surface ; thence to Olancha, a distance
of approximately 25.5 miles, the plans have been
prepared for the grading and the placing of oil-treated
surface which work will be advertised soon. In the
meantime a dust palliative has been applied under
maintenance appropriations, and the work executed
under the supervision of A. C. George, Foreman.

From Olancha to the northerly boundary, an excel-
lent oil-treated surface is in place with the exception
that the portion from Cottonwood Creek to Diaz
Lake, a distance of approximately 10.3 miles, G. W.
Ellis has a contract for the grading and placing of
an oil treated surface.

On the Westgard Pass lateral. Route 63, between
Big Pine and Zurich, a dust palliative has been
applied by maintenance funds under the direction of
Dwight AVonacott.

KERN COUNTY

On Route 57, east of Bakersfield, between Bakers-
field and Kern Canyon, Contractors Force-Currigan and
McLeod. good progress has been made in laying base
course and oil-treated surface. The contractor is now
grading between the city limits and a point 3 miles
easterly. A large cut 60 feet in depth, Including about
80,000 yards, is being handled by hydraulic means, the
material being washed into the fill without the use
of any grading equipment. A drag line clears the
channel of rock and boulders.

On the contract from Pentland Junction to San
Emigdio Road, east of Maricopa, C. W. Hartman,
Contractor, good progress is being made and it is
expected to complete the work by the end of next
month. A 4J-inch x 20-foot surface of local crushed
rock is being used and several applications of fuel
oil made for binding purposes.

From Mojave to the northerly boundary of Kern
County, several constructive operations for improve-
ment are under way.

That portion of the highway between Mojave and
Cinco. a distance of approximately 17.2 miles is being
graded to be followed by the placing of an oil-treated
surface. This is being carried out by two contractors,
namely : Bartlett & Mathews and the Southwest Pav-
ing Company.

Plans are being prepared for early grading and the
placing of an oil treated surface from Cinco to 7
mile north of Ricardo, a distance of approximately 16
miles. Incidentally this section includes the scenic
Red Rock Canyon, and when completed will provide
a mecca for tourists who love the various moods of
nature.

From this point on to the northerly boundary of the
county, there are two other contracts under w-ay for
the same type of work, one by G. W. Ellis, and the
other by Bartlett & Mathews-Black & Hagey, for a
distance of approximately 24.1 miles.

Between Mojave and east via Route 58, under
maintenance, we have just completed the placing of a
dust palliative for a distance of approximately 30.8
miles. This work was carried on under the direction
of Ed Monroe, Foreman.

An armor coat is to be placed on 4 miles of pave-
ment west of W^asco, on the pavement from Oildale
Junction to Beardsley Canal north of Bakersfield.
Route 4 and on approximately 6 miles of Route 4 at
certain locations south of Bakersfield.

Work is also in progress filling deep borrow pits
between the south end of the Kern River Bridge north
of Bakersfield and the Kern County Fairgrounds.

KINGS COUNTY

A day labor allotment of approximately $13,000 has
been approved for widening the roadbed and improving

LOS ANGELES COUNTY

A line change immediately north of the Newhall
Tunnel has been surveyed and plans forwarded to the
central office. This change eliminates some very bad
curves and it is expected construction will be under
way this fall.

Work on paving crescent-shaped areas on the Ridge
Route is being done by Gibbons & Reed, Contractors,
These areas were left unpaved when alignment on this
route was straightened by the state day labor forces.
Emulsified asphalt is being used in this work.

Work of grading the Newhall Alternate Line be-
tween Tunnel Station and Santa Clara River is being
done very rapidly. Le Tourneau and Lindberg are the
contractors on this work. It consists of grading a
46-foot roadbed 8.6 miles long and eliminates from
this route the Newhall Tunnel and several dangerous
curves in the vicinity of Newhall and Saugus. It is
expected this work will be completed about Decem-
ber 1st.

A contract on the Foothill Boulevard between Glen-
dora and Claremont is rapidly nearing completion.
This consists of 5.5 miles of asphaltic concrete pave-
ment, 30 feet by 6 inches. The Griffith Company is
the contractor.

The first contract on the La Canada-Mt. Wilson
Highway for grading 2.6 miles of 40-foot roadbed was
awarded to H. W. Rohl Company on August 14th.
Grading work is in progress.

MADERA COUNTY

Work is now under way on the contract between
Berenda Crossing and Califa. This contract provides-
for a 36-foot roadway and a 20-foot x 9-foot Portland^
cement concrete pavement. This will be on new aligns
ment west of the Southern Pacific Railroad, eliminat--
ing the present grade crossing at Berenda, continues^
north through Califa and thence crosses the Southern
Pacific tracks and present highway to the east andJ
swings back to a connection with present road about
7/10 mile north of Califa. The contract includes alF
but the subway proper, bids for which were openedl
on July 31st. The completion of this project will'
eliminate two grade crossings, the one at Berenda and
the one on Route 32 at Califa.

MARIN COUNTY

With the completion of the road from San Quentin
to San Rafael, the 4.9 miles north of San Rafael, and
the section in Sonoma County from Santa Rosa to
^Villow Brook, the Redwood Highway affords a clear
highway to Cloverdale for those traveling via San
Quentin, but the section of old road from San Rafael
to Sausalito, especially over the Corte Madera Grade
and through the many small towns still handicaps the
tourist traveling via Sausalito. The remaining sec-
tions to complete the road from San Rafael to Peta-
luma are to be advertised for contract very shortly.
A new bridge and extensive channel changes are under
construction on new alignment at Novato Creek.

Granfield. Farrar & Carlin's contract from San
Rafael to Alto, also the connection from Alto to the
old road, will materially help to ameliorate this con-
dition ; the grading is progressing rapidly and the
surfacing is to be advertised in a short time.

In the meantime the California Highway Commis-
sion is improving a portion of the old route, resur-
facing 0.56 miles of pavement in the town of San
Anselmo with asphaltic concrete. Tlie contract was
let to A. J. Raisch & Co. of San Francisco.

MARIPOSA COUNTY

The Basich contract, covering 6J miles of grading
and rock surfacing on the Tosemite Lateral, was com-
pleted on July 30th. Oil-treating of the gravel surface

(Continued on page 22.)

IS

CALIFOh'XIA IirGHWAYS AXD PUBLIC WORKI^

How California is Developing an Adeq

ONE OF THE activities of the Division
of Architecture of the State Depart-
ment of Public Works during the past
three years, and a most interesting one from
the standpoint of plan and the various
"branches of engineering involved, is the
•development of the National Guard Training
Camp at San Luis Obispo, California.

Prior to the year 1928, the National Guard
had been using for encampment purposes, a

site at Del Monte.
This site, from the
standpoint of
delightful location
and hospitality of
the residents of the
vicinity, was very
satisfactory, but
clue to the fact that
during the five
years just preced-
ing 1927 the Na-
tional Guard had
very rapidly in-
creased in numbers
f r 0 m 3200 m e n
to approximately
5600 men, this site
had become too
limited in area
to properly accommodate them in training
camp activities ; furthermore, the use of this
site as a training camp for the reserve officers
training corps and for the citizens military

W. H. Rockingham.

By W. H. Rockingham, ])

training corps, had prevented the National
Guard from holding its training periods at
times most convenient to units and men. The
National Guard, therefore, desired a perma-
nent training camp which would be suitable in
area and topography to accommodate it in its
full strength and allow for proper training
in all its various branches. It was further
desired that such a camp should be so geo-
graphically located as to best serve all parts
of the state and that climatic conditions should
be the most desirable.

THE NEW SITE

With the purpose in view of selecting a
suitable site. Brigadier General R. E. ]\Iittel-
staedt. The Adjutant General of the State
of California, together witli his officers of tlie
National Guard and officers of the United
States War Department, inspected various
])ossible sites throughout the state and finally
decided upon one near San Luis Obispo. All
]K)ints being considered, the San Luis Obispo
site was thought to be the most favorable for
the activities of the National Guard encamp-
ment. Through the cooperation of prominent
citizens of San Luis Obispo, it was made pos-
sible for the National Guard to enter into a
25-year lease of the site with an option to
purchase. Such a lease was entered into in
1927 and comprised approximately 2000 acres
of land. Upon this original lease the camp
]n'oper was located. Since 1927, however,
additional adjacent land has been acquired

CALTFORMA JffGinVAYS AXD PVlil.IC WORK."?

19

fe Encampment for the National Guard

ir, Division of Ai'chitecture

and with mountainous governnient land which
also adjoins to the north, the camp has area
sufficient to give wide scope for field train-
ing in maneuvering and combat tactics.

The site is situated upon the highly
improved state highway, between San Luis
Obispo and Morro Bay, approximately four
and one-half miles from San Luis Obispo and
eight miles from the ocean at ]\Iorro Bay.
The state highway crosses the site near its
southern boundary.

A GENERAL VIEW

The camp proper is located in the southern
portion of the site, entrance to which is made
from the highway. Immediately upon enter-
ing the camp from the highway, a compara-
tively level valley is entered, which is ap-
proximately 700 feet wide and 2500 feet long.
This level area is used as a parade ground
and also for an aeroplane landing field. On
each side of this valley the terrain rises ; on
the east side, resulting in a plateau upon
Avhich the regimental camps are established ;
on the west side, continuously rising into hills
of considerable height. To the north the ter-
rain rises with hills and ravines and at the
northern boundary- of the original lease, it
rises precipitously into the mountains. The
camp proper is at an elevation of approxi-
mately 300 feet above sea level.

Within a half mile of the camp, the South-
ern Pacific Railroad Company has siding
facilities, and this, together with the improved

highways connecting with San Luis Obi.spo,
and the coast, makes for great convenience
in the handling of supplies and equipment and
also in transportation of men during encamp-
ment.

PLANNING THE CAMP

In the spring of 1927, the Division of Ar-
chitecture was called upon to plan a military
camp on the above site. Although the construc-
tion proposed immediately was only a small
part of the final plans, it w^as necessary to lay
plans for an ultimate camp which would
accommodate upward of 5000 men, it being
known that in the succeeding years the camp
would enlarge to reach such an ultimate
capacity. The site as acquired by the
National Guard existed merely as a cattle
range : therefore, the first engineering neces-
sity was a survey. The survey was made by
the division's civil engineering parties which
resulted in a topographical map covering an
area of approximately 350 acres and showing
thereon the topography in 1-foot contours.
Upon this map, with the cooperation of
Adjutant General Mittelstaedt, a camp with a
capacity of five regiments, together wath
necessary Avarehouse facilities, recreational
facilities, corrals, rifle ranges, etc., was laid
out. As above mentioned, four regimental
areas were established on the plateau lying to
the east of the central level section which is
the parade ground and aeroplane landing
field. One regimental area lies on slightly

20

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

liiyher ground tlian the parade ground and
to the north thereof. Centrally located be-
tween the regimental areas and in a small
comparatively level space, branching easterly
from the parade ground, are located the head-
quarters building and recreational facilities.
Also in this area are located a large truck shed
and regimental -warehouse. To the west and
in a position commanding a view of the parade
ground and of regimental^ areas, is located the
caretakers' cottage and also the officers club
building. Between the caretakers' cottage
and the officer.?' club building, a prominence
exists whereux)on is located the flag pole.
This location makes the flag visible from all
jiarts of the encampment.

THE FIRST UNIT

In the latter part of 1927, construction was
started on the first unit which was known as
Regimental Area No. 2, together with, the
necessary w^arehouse and corrals. At this
time also, the installation of the systems for
water supply, sewage disposal system, garb-
age disposal and horse corrals, was started.
This initial construction w^as completed and
the camp occupied in July of 1928 with facili-
ties for accommodating one regiment. During
the year of 1928, a second regimental area w^as
developed known as Regimental Area No. 1
adjacent to the original construction. A
swimming pool was also installed and Post
Exchange, Officers' Club House, Head-
quarters Building, caretakers' cottage and
additional warehouse, which resulted in the
camp being open in the summer of this year
with a capacity of two regiments. Plans are
now going forward for the construction, in
part, of still another regiment ; therefore, it
can be seen that this camp is very rapidly
developing.

FEDERAL AND PRIVATE FUNDS

The camp is being built by United States
War Department appropriations of federal
funds. These funds cover all construction
except such buildings as the Post Exchange,
swimming pool, etc., which have been con-
structed with funds derived by subscription
from the National Guard personnel.

DETAIL OF CAMP

In order to convey an idea as to the
character and scope of this camp, it may be
well to describe in general the various units
constructed.

A typical regimental area covers an ap-
proximate area of ground 700 feet square. It
consists of sixteen kitchen and mess buildings,
one for officers and fifteen for enlisted men ;
four lavatory buildings, one for officers and

three for enlisted men ; tAvo hundred and
seventy tents, sixty for officers and two hun-
dred and ten for enlisted men ; and one infirm-
ary. Aside from the above area, each regi-
ment requires its regimental warehouse.

The kitclien and mess buildings as w^ell as
lavatory buildings, are of permanent frame
construction with asphalt felt shingle roofing
and concrete floors. These buildings are
equipped wuth the most modern sanitary fix-
tures and piping. All buildings are com-
]iletely wired for electricity wath modern,
illumination. The kitchen in each case is
equipped with a coal or wood burning range
with a water back and hot water storage tank.
The lavatory buildings are equipped witli
showers, wash basins, and other sanitary fix-
tures and hot water is developed in these
buildings by means of a wood or coal fired
boiler with a large size hot water storage tank,
assuring every facility for the comfort of
the men. The tents are of canvas or duck,
and are erected each year upon wooden plat-
forms built for the purpose. At the end of
each encampment period, these tents and platforms
are taken down and stored for use in the ensuing
year.

Each regiment is laid out with the enlisted men's
kitchen and mess buildings in a row facing an area
100 feet wide. On the opposite side of this area
is located the officers' line of tents with the officers'
kitchen and mess building and lavatory building at
one end thereof. To the rear of the enlisted men's
kitchen and mess buildings, are located the lines of
enlisted men's tents, each line of tents representing
accommodations for one company. These lines of
tents face on the company streets which give access
to the company's kitchen and mess building above men-
tioned. Lavatories are located on the opposite side
of the enlisted men's tent areas from the kitchen and
mess buildings. Each regimental area has its system
of electrical distribution controlled from a switch-
board located at the corner of the regimental area.
All tents are provided with electric outlets. All
regimental areas and streets are lighted by means of
suitable fixtures installed upon the permanent poles
carrying the distribution circuits the approximate con-
nected electrical load of each regiment being 50
kilowatts.

The post exchange and the swimming pool have
already been constructed as a part of the recreational
facilities. These features are centrally located, the
post exchange catering to the requirements of the
men in the matter of selling confections, tobacco, etc.
The swimming pool is a concrete structure 50 feet
wide by 100 fee long, and is fully equipped with
chlorinating, recirculating and filtering equipment.

WATER SUPPIA', SEWAGE, GARBAGE

The considerations, relative to water supply, sewage
disposal and garbage disposal, wei-e quite extensive
and interesting. The water supply is obtained from
a live stream known as Chorro Creek, running
through the camp site. The water from this stream is
clear and palatable and from investigations the amount
to be obtained is satisfactory for caring for the camp
at its ultimate capacity. The water supply is ob-
tained by pumping from this stream by means of two
centrifugal pumps, 300 gallons and 500 gallons per

CALIFORNIA HIGHWAYS AND PUBLIC iroA'/v.s'

21

mimitt', n'spcctivcly. These puiuits di'livor water into
a reservoir. The reservoir is fornieil by u cut and
fill and is lined on the inner side with gunite on mesh
reiuforcenient. Its capacity is approximately two and
one-half million gallons. The water is led from the
reservoir to the encampment and distributed to all
units of the camp by means of welded steel pipe rang-
ing from 10 inches in diameter at the reservoir to 4
inches in diameter at the extreme points of the
system. Local connections are made from this water
distribution system for the various services, with
pijx's of varying smaller sizes.

Aside from pii)ing within the buildings, there is in
the neighborhood of six miles of piping installed in
the distribution system. Although the water from
Chorro Creek is cool and clear during the summer
months as its source is in the high mountains lying
to the north of the camp, the water supply is safe-
guarded by the installation of chlorinating equipment,
thus rendering an absolutely safe domestic supply for
the camp.

Due to the chai-acter of the terrain on which the
camp is constructed, the matter of sewage disposal
was quite a problem. With the cooperation of Mr.
Gillespie, Chief of the Bureau of Sanitary Engineer-
ing, of the State Department of Health, a system was
planned which has worked out satisfactorily. The
collecting system of sewers is composed of about four
miles of vitrified sewer pipe 8 inches and 6 inches
in diameter. This system delivers sewage to the
Imhoft' tank where it is clearified and the effluent col-
lected in an adjacent sump. By means of an elec-
trically driven pump, the effluent is forced through
approximately 4700 feet of 6-inch diameter welded
steel line to the storage reservoir of a neighboring
farmer. The Imhofl: tank is constructed of concrete
and is approximately 50 feet long, 16 feet wide and
22 feet deep. Adjacent to the Imhofif tank is a sludge
drying bed for handling the sludge for digestion in the
Imhofl: tank.

Garbage, which in a camp of this size accumulates
in large quantities, is disposed of in an incinerator con-
structed for that purpose. The incinerator is located
several thousand feet from the camp proper and is
of masonry construction and fired by oil with a
mechanical burner.

BOAD WORK

In the development of the plot plan of the camp, the
Division of Architecture indicated the locations of
necessary roads to give the most direct communication
between the units of the camp. The actual work, how-
ever, of surveying and drawing up the specifications
for these roads was handled by the Division of High-
ways of the State Department of Public Works
through their Division Office at San Luis Obispo.
The system of roads installed at the camp is such as
to give the utmost ease and efBciency in movement
between the various units of the camp.

To the north of the camp proper and located with
the mountains as a background, there have been in-
stalled two rifle ranges, one of 200 yards and the other
300 yards range. The target pits for these ranges
are of concrete construction. The target pits for
both ranges are connected by a passage. There are
14 6-foot by 6-foot sliding targets on 12-foot spacing
for each range. A permanent system of signal wiring
has been installed between positions on the firing
line and target pits. This wiring is installed by
means of leaded conductors in underground conduit.

A REAX MILITABY ESTABLISHMENT

The electric service to the camp was installed by
the Midland Counties Public Service Corporation.

This company installed their lines throughout the
camp, following the principal streets and upon their
poles suitable fixtures were installed to give very
satisfactory general illumination of the streets. The
power company's service lines carry 10,000 volts and
transformers have been installed to reduce this voltage
to 110 and 220 volts for use in the various units of
the camp.

The description herein has merely touched on some
of the major features of this camp. A vast amount
of work has been done in preparing the ground for
the various puriwses such as the planting of the
parade field and the grading and planting of grounds
surrounding the various buildings, which makes the
camp even at this stage of partial completion, a real
military establishment, functioning properly in every
respect and the object of favorable comment from per-
sons of high standing in military life.

The Division of Architecture has been working on
the development of this camp for three years, and dur-
ing this period there has been a maximum of coopera-
tion by the Adjutant General and members of his
staff. It is anticipated that the future will bringg con-
tinued additions to the camp until it reaches a
capacity to accommodate the full force of the National
Guard.

THE NEW DIVISION OF WATER
RESOURCES

(Continued from page 3.)

The history of the development of this divi-
sion is of interest. The Department of Engi-
neering, headed by the State Engineer, was
established in 1907 and at that time embraced
practically all of the engineering activities
of the state government, including highway
construction and the San Francisco Harbor.
At this time there was no active state super-
vision of irrigation districts nor was there
state highway work of consequence. In 1910,
the first highway bond issue was passed and
the Highway Commission established, and
later the San Francisco Harbor was put
entirely under the direction of the harbor
board. Irrigation district activities increased
at a very rapid rate from 1913 on and became
the principal work of the State Engineer for
some years. In 1921 the Department of Pub-
lic Works was created and the former Depart-
ment of Engineering was made the Division of
Engineering and Irrigation under the Depart-
ment of Public Works and has remained in
this status until the 1929 consolidation.

In 1914, the State Water Commission was
created to have charge of the administration
of water rights in California, the Commission
consisting of three members. In 1919, the
Commission was changed to consist of one
executive member and two per diem members,
and in 1921 this also came under the new
Department of Public- Works as the Division
of Water Rights.

MINNESOTA — Every horse-drawn vehicle using
public highways at night must now carry a red or
yellow rear lamp or reflector.

CALIFORNIA HIGHWAYS AND I'VHLIC WORKS

PROGRESS REPORTS FROM THE
COUNTIES

(Conlinued from page 17.)

is under way under day labor and will be completed
about August 7th.

Oil mixing of surface between Mariposa and El
Portal on the Yosemite Lateral is in progress and will
be conii)]eted in about one month.

MENDOCINO COUNTY

The contract for grading several line changes and
building- three timber bridges on the road from
McDonald to the Sea, was let to W. C. CoUey of
Berkeley. The work is well under way, piles having
been driven for the timber bridges at Flynn Creek
and at the North Fork of the Navarro River, and it
is expected that the work will be completed before
the winter rains start.

In order to continue the construction of this road
to modern standards, the work has been programmed
by stages, to do as much work each biennium as funds
will allow, scattering the work so as to eliminate the
worst stretches as soon as possible, with the hope
that in the next few years the complete road can be
regraded and surfaced.

State forces are widening and straightening the
roadway between the sidehill viaduct about 4 miles
north of Lane's Redwood Flat, and Red ilountain Creek.
When this portion of narrow road along the steep
bluffs of the South Fork of Eel River is completed,
the last very narrow section of the Redwood Highway
will have been eliminated. The road is being graded
to a 2 4 -foot standard roadway width and surfaced
\vith 8 inches of crushed rock surfacing.

MONO COUNTY

At Hilton Creek. 1.57 miles grading by D. C. FoUis,
is nearing completion.

Between McGee Creek and Convict Creek, 3 miles
grading, crushed rock base, oiled surface course, by
Montfort & Armstrong. Work recently commenced.

At Leevining Creek, Route 23, Tioga Junction, 2.18
iriiles grading, oiled macadam surface. Contract
recently awarded to C. Miles, who Is establishing
his camp.

There is also under way a day labor job, 3 miles,
grading and surfacing of a portion of Route 23, in the
vicinity of Walker River Canyon, near Colevllle,
nearing completion. This work is under the super-
vision of Paul Peak, Foreman.

A dust palliative extending from the suminit of
Sherwin Hill to Mono Lake, a distance of approxi-
mately 54.3 miles will do a great deal to make the
travel pleasurable on this stretch, until a more
permanent type of pavement can be placed. This work
has been carried out by maintenance funds under the
direction of Dwight Wonacott, Foreman.

Two log bridges on the Sonora Pass Road, have
just been completed and are now open to traffic.
The bridges ■weve constructed under the direction of
Frank L. Smith, Bridge Superintendent. These are
the last of the eight structures eliminating the fording
of crossings which have caused the traveling public
great inconvenience in the past, on account of the high
water caused l>y the melting snow in the early spring.

NAPA COUNTY

l!i(ls for the construction of oil-treated crushed rock
shoulders between Napa and Greenwood Corners were
recently opened, the low bidder being Smith Bros. Co.
of Eureka. Contract will probably be awarded immedi-
ately.

Bids were opened August 7th for widening the road-
bed and constructing a bituininous macadam surface
on the section froni Greenwood Corner to Solano
County line. This improvement will include a line
change that will eliminate two existing right angle
turns, will materially improve the grade, and will
shorten the distance about J mile.

THE SKYLINE BOULEVARD

Twohy Bros. & J. F. Shea's contract on the section
from La Honda road to Saratoga Gap is complete ex-
cept watering and rolling the surface and some extra
work on slide control.

A contract has been let to Tieslau Bros, to furnish
4100 cubic yards of screenings in stockpiles, the state
forces to place same and oil to obtain an armor coat,
v\hen the road can be opened to the pulilic. This
should be completed by about the iniddle of Septeinber.

ORANGE COUNTY

The contract for a line change 0.7 of a naile In
length between Serra and San Juan Capistrano was
awarded to Matich Bros, on August 12th. This work
consists of a 40-foot graded roadbed with Portland
cement concrete pavement, 20 feet by 7 inches. Grad-
ing is in progress on this section.

A contract for a line change to connect up the
overhead crossing of the A. T. & S. F. Railway at
Irvine is in progress. This consists of grading 0.7
of a mile and paving with Portland cement concrete,
oO feet wide.

A contract for paving one-half width between Santa
Ana and Anaheim was awarded on June 11th to
Griffith Company. This section is 4.9 miles long. The
paving work is being done in cooperation with Orange
County, the state paying for a strip of pavement
28 feet by 7 inches and the county paying for a
like amount.

SAN DIEGO COUNTY

Plans have been completed for rock borders on the
coast route between the city limits of San Diego
and Oceanside. Bids were opened on August 21st,
the low bidder, being the R. E. Hazard Contracting
Company of San Diego.

A contract for grading the Rose Canyon Road
between Balboa Avenue and Torrey Pines Road was
awarded on August 13th to the R. B. Hazard Con-
tracting Company. This section is 5.4 miles long and
is to be a 4 (i -foot graded roadbed.

A contract for grading a 36-foot roadbed from Viejas
Creek to Guatay Creek on the San Diego-El Centro
Highway was recently completed by the Hauser Con-
struction Company. This section is 7.2 miles long.

The construction of 3.9 miles of graded roadbed 36
feet wide has recently been completed by the Nevada
Contracting Company, from Pine Valley to Guatay
Creek on the San Diego-El Centro Highway.

The contract for grading a roadbed 36 feet wide and
placing of Portland cement concrete pavement 20 feet
b.v 7 inches is in progress between Pine Valley and
kitchen Creek on the San Diego-El Centro Highway.
Basich Bros, are the contractors.

A contract for 4.5 miles of 38-foot graded roadbed
between La Posta Creek and Miller Creek on the San
Diego-El Centro Highway was awarded on May 27th
to the Nevada Contracting Company. Grading is in
progress on this section.

A contract for grading 3.9 miles of 36-foot roadbed
from Kitchen Creek to La Posta and paving with
20 feet l)y 7 inches, Portland cement concrete, was
awarded on June 25th to Basich Bros. Grading is now
in progress. This section is on the San Diego-El
Centro Highway.

SONOMA COUNTY

The 11.44 miles of second-story Portland cement
concrete pavement 20 feet wide between Santa Rosa
and Willow Brook is completed. It is an excellent
job reflecting credit on all of those concerned and is
receiving much praise from both local people and the
traveling public.

The resurfacing of the Black Point Cutoff between
Fairville and Vineburg Junction is progressing nicely,
all grading and crusher run base being completed and
mvich surface laid and oiled. Extension of culverts
will be completed about the same time as the sur-
facing and traffic ought to have possession of the
road in a few weeks.

CALIFORNIA HIGHWAYS AND I'llllJC WORKS

TULARE COUNTY

P.i(ls were opened AVednesday, July Hist, for a 12-
niile iniproyement in Tulare County between Pelano
and Pixley. The low bidder was Valley Paving &
Construction Company. The improvement consists of
resurfacing with asphaltic concrete 20 feet in width,
the present 15-foot base, which is in very i)oor con-
dition and grading a roadbed 36 feet wide. All curves
around railroad reservations will be increased in radius
to conform with present standards.

VENTURA COUNTY

The last link of the new Roosevelt Highway con-
necting Santa Monica with Oxnard was completed by
Jahn & Bressi Contractors on August 15th. This work
was delayed by heavy slides at various places. This
completed the pavement 20 feet wide by 7 inches thick
of Portland cement concrete between these two cities.

CONTRACTS ACCEPTED

Contract for grading 7.2 miles between Viegas
Creek and Giiatay Creek in San Diego County on
the San Uiego-El Centro highway, approximate cost,
$279,000, Hauser Construction Company of Oakland,
contractor ; accepted July 30, 1929.

Contract for grading and paving with Portland
cem?nt concrete 3.3 miles between Pismo and Arroyo
Grande in San Luis Obispo County ; approximate
cost, $139,000. Cornwall Construction Company of
Santa Barbara, contractor ; acceptance date. July
30. 1929.

Contract for grading and surfacing with crushed
gravel a section of the Yosemite Highway in Mari-
posa County has been accepted as completed. The
section improved under this contract is 6.3 miles in
length and extends from the westerly boundary of
Mariposa County to Orange Hill. The cost of the
work was approximately $200,000. Basich Bros. Con-
struction Company of Los Angeles, contractor ;
acceptance date, August 6, 1929.

Contract in Santa Barbara County covering grad-
ing and surfacing wdth asphaltic concrete between
Stony Creek and Tecolote Creek, 3.4 miles, on Coast
Route, at an approximate cost of $122,900; Sam
Hunter of Santa Barbara, contractor; acceptance
date. August 9, 1929.

Contract for grading and surfacing with oil-treated
crushed gravel or stone between Roseville and Rock-
lin. Placer Count.v, 2.9 miles, approximate cost,
$55,100 ; J. E. Johnston of Stockton was the con-
tractor : acceptance date, August 19, 1929.

Contract for grading and surfacing with screened
gravel between Bieber and Adin, Lassen County,
12.5 miles ; approximate cost. $124,000 ; Coolidge and
Scott were the contractors ; acceptance dat?. August
19. 1929.

Contract covering grading and paving with Port-
laud cement concrete about 11.6 miles between
Huenem? Road and Little Sycamore Creek on Rt. 60
(Oxnard-Santa Monica Highway), in Ventura County,
at an approximate cost of $625.000 ; .Tahn and Bressi
Construction Company of Los Angeles, contractor ;
acceptance date August 25. 1929.

Contract covering surfacing with iiit run gravel
between Logandale and Willows. Glenn County, cover-
ing 5 miles and costing approximately $33,600; E. C.
Coats, .'.icramento, contractor.

Record of B ids and A wards

BID OPENINGS FROM
JULY 24, TO AUGUST 31

DEL XORTE COUXTT — Between Elk Valley and
Smith Kiver, 'A.S miles to be surfaced witli bituminous
macadam. Dist. I, Rt. 1, Sec. C. J. E. Johnston,
Stockton, $16,780; Heafy-Moore Co., Oakland. $19,212;
Smith Bros. Co., Eureka, $16,050 ; Holdener Const.
Co., Sacramento, $20,521. Contract awarded to J. C.
Compton, McMinnville, Oregon, $12,186.

EL DORADO COUNTY — Bridge acro.ss Tallac Creek
about 8 miles north of Meyers. Dist. Ill, Rt. 38, Sec.
A. R. B. McKenzie, Red Bluff, $9,999. Contract
awarded to Lord and Bishop, Oroville, $8,848.50.

GLENN COUNTY- — Between one-half mile west of
Butte City and Chico Road, 3.5 miles to be graveled
and treated with fuel oil. Dist. Ill, Rt. 45, Sees. B & C.
J. E. Johnston, Stockton, $8,088 ; Albert G. Raisch,
San Francisco, $6,166. Contract awarded to Hemstreet
& Bell, Marysville, $5,652.50.

HUMBOLDT COUNTY — Between one mile south of
Orick and northerly county boundary, 14.9 miles to
be surfaced with bituminous macadam. Dist. I, Rt.
1, Sec. K. J. E. Johnston, Stockton, $67,105 ; Smith
Bros. Co., Eureka, $63,058. Contract awarded to
Heafy-Moore, Oakland, $62,445.

HUMBOLDT COUNTY — Between Mill Creek and
Trinidad, 10.6 miles to be surfaced with bituminous
macadam. Dist. I, Rt. 1, Sec. I. Smith Bros. Co.,
Eureka, $45,173 ; J. E. Johnston, Stockton, $46,632 ;
Mercer-Fraser Co., Eureka, $53,667. Contract awarded
to Heafy-Moore Co., Oakland, $38,564.50.

INYO COUNTTY — Between southern boundary and
Little Lake, 9.8 miles to be graded and surfaced with
oil-treated crushed gravel or stone. Dist. IX, Rt.
23, Sec. G. A. D. Drumm, Jr., Fallon. Nevada,
$124,492 ; G. W. Ellis, Los Angeles, $142,805 : South-
west Paving Co., Los Angeles, $135,386. Contract
awarded to Fred W. Nighbert, Bakersfield, $111,920.10.

LOS ANGELES COUNTY — Between La Canada and
2J miles northerly, 2.6 miles to be graded. Dist. VII,
Rt. 61, Sec. A. Dimmitt & Taylor, Los Angeles,
$310,322 ; J. P. Holland, San Franci.sco, $274,031 ; J.
G. Donovan. Los Angeles, $247,361 ; Guy F. Atkinson,
San Francisco, $277,893 ; Geo. Mitchell Co., Huntington
Park, $323,296; Herbert M. Baruch, Los Angeles,
$350,049 ; Francisco & Ellington, Inc.. Los Angeles,
$318,629 : Isbell Con.struction Co., Fre.sno, $298,561 ;
George Pollock, Sacramento, $270,842 ; Nevada Con-
tracting Co., Fallon, Nevada, $317,097 : Crook & Henne,
Los Angeles, $384,211 ; Campbell-Reichert Co., Alham-
bra, $234,492 ; Eltinge T. Brown, Los Angeles, $303,414;
C. G. Willis & Son, Los Angeles, $288,903; Edson J.
Davis, Venice, $397,087. Contract awarded to H. W.
Rohl Co., Los Angeles, $244,532.40.

:\rADERA COUNTY — Near Califa, subway crossing
under S. P. tracks ; consisting of 2 concrete abut-
ments with wing walls, grading 280-foot approaches
with Portland cement concrete. Dist. VI, Rt. 4,
Sec. C. Fredrickson & AVatson Const. Co., Oakland,
$34,951 : Healy & Tibbetts Const. Co., San Francisco,
$38,857 ; Ward Engineering Co., San Francisco,
$46,346 ; H. C. Whitty, Sanger, $34,429 : A. J. Grier,
Oakland, $38,992 : C. Dudley Velbiss, Oakland. $34,559 ;
Robert Heanev, Havward, $38,425 : Tlie Adams Co.,
Angels Camp, $39,564 ; Noble & Clark, Visalia. $35,280 ;
MacDonald & Kahn, Inc., San Franci-sco, $41,348. Con-
tract awarded to Otto Parlier, Tulare, $31,463.20.

MONO COUNTY — Between Mattly Ranch and Lee-
vining, 2.2 miles to be graded and surfaced with
crusher run base, bituminous surfaced treated. Dist.
IX. Rt. 23, Sees. G & H. Contract awarded to C.
Miles, Sacramento, $54,567. (Only one bid .submitted.)

NAPA COUNTY — Between Napa and Greenwood
Corner 5 3 miles to be widened with oil-treated
rock borders. Dist. IV, Rt. 8, Sec. B. A Teichert &
Son, Sacramento, $15,992 ; L. C. Seidel, Oakland,
$15,052. Contract awarded to Smith Bros. Co.,
Eureka, $14,772.50.

XAPA COUNTY — Between Napa "VVye and Solano
County line, 3.1 miles to be graded and surfaced
with bituminous macadam. Dist. IV, Rt. 8, Sec. B.
Tieslau Bros., Berkeley, $82,237 : Hemstreet & Bell,
Marvsville, $80,681 ; M. J. Vevanda, Stockton, $73,533 ;
J. E. John.ston, Stockton, $76,452. Contract awarded
to Fredrickson & Watson, Oakland, $69,004.60.

24

CALIFORXIA HIGHWAYS AND PUBLIC WORKS

NEVADA AXD PLACER COUNTIES — Between
Soda Springs and Donner Lake, 6.9 miles of bituminous
surface treatment. Dist. Ill, Rt. 37, Sees. B, G & C. L.

C. Seidel, Oakland, $19,846. Contract awarded to
Meyer Rosenberg-, San Francisco, $18,583.50.

ORANGE COUNTY — Between Serra and San Juan
Capistrano, 0.7 of a mile to be graded and paved
with Portland cement concrete. Steele Finley, Santa
Ana, $35,755 ; Geo. Mitchell Co., Huntington Park,
$40,823; Gruce Bros., Inc., Long Beach, $39,170; "Wells
& Bressler Co., Santa Ana, $42,214; McCray Co., Los
Angeles, $40,123 ; C. R. Butterfield, San Pedro, $34,863 ;
Basich Bros. Const. Co., Los Angeles, $34,744 ; C. G.
Willis & Son, Los Angeles, $36,820. Contract awarded
to Matich Bros., Elsinore, $31,751.

PLACER, YUBA, YOLO AND COLUSA COUNTIES
— Pla. Co., between Roseville and one-half mile N.
Andora Subway, 1.4 Mi. ; Yuba Co., between Dry Cr.
& Morrison's Crossing, 1.5 Mi. ; Yolo Co., between
Bretana & Dunnigan, 5.8 Mi. ; Colusa Co., between
Genevra (Berlin) & 2.6 Mi. N., 2.6 Mi.; total 11.3 miles
to be surfaced with bituminous macadam and widened
with untreated and oil-treated crushed gravel or stone.
Dist. Ill, Rts. 3 & 7, Sees. A, C & B. C. W. M^ood,
Stockton, $62,712; U. B. Lee, San Leandro, $69,960.
Contract awarded to J. E. Johnston, Stockton, $58,700.

SAN BENITO AND MONTEREY COUNTIES —
From 7 miles north of Salinas to San Juan. 2. 4 miles
to be surfaced with bituminous macadam. Dist. V, Rt.
2. Sec. A. Granite Const. Co., Watsonville, $12,450.
Contract awarded to W. A. Dontanville, Salinas,
$9;909.

SAN BERNARDINO COUNTY — Between Barstow
and 1 mile east of Yermo, 13 miles to be graded and
surfaced with oil-treated crushed gravel or stone.
Dist. VIII, Rt. 31, Sees. G & H. A. D. Drumm, Jr.,
Fallon, Nevada, $179,057; Isbell Const. Co., Fresno.
$201,424; S. J. Hales, Santa Ana, $176,405; Dillon &
Boles, Los Angeles. $206,584 ; Edson J. Davis, Venice,
$176,832. Contract awarded to George Herz & Co.,
San Bernardino, $169,695.85.

SAN DIEGO COUNTY — Between Balboa Ave. and
Torrey Pines Road, 5.4 miles to be graded. Dist. VII,
Rt. 2, Sec. E. De Waard & Son, San Diego, $110,564 ;
Ignace P. Lipp, Hollywood, $154,851 ; McWilliams and
Ritchey, Los Angeles, $151,198 ; Yglesias Bros., Inc.,
San Diego, $123,786 ; Crook & Henna, Los Angeles.
$142,381; Campbell-Reichert, Alhambra, $134,613; J.

D. Harms, Los Angeles, $115,061 ; E. L. Gates, Sacra-
mento, $161,729; Geo. Pollock, Sacramento, $131,093;
Lewis Const. Co., Los Angeles, $112,953; W. T. Mal-
com. Walnut Creek, $130,937; South Coast Land Co.,
Los Angeles. $199,745 ; Geo. Mitchell Co., Huntington
Park, $166,884 ; Wells & Bressler, Santa Ana, $175,025 ;
Triangle Rock and Gravel, San Bernardino, $127,140 :
]McCray Co., Los Angeles, $124,502 ; J. G. Donovan &
Son, Los Angeles, $128,876; Jahn & Bressi, Los
Angeles, $116,783; Watson & Sutton, San Diego,
$113,009; Dimmitt & Taylor, Los Angeles, $155,270;
C. R. Butterfield, San Pedro, $140,141 ; Nel.son & Sloan,
Chula Vi.sta, $145,762; Isbell Const. Co., Fresno,
$131,721 ; C. G. Willis & Son, Inc., Los Angeles,
$111,620. Contract awarded to R. E. Hazard Con-
tracting Co., San Diego, $106,830.80.

SAN DIEGO COUNTY — Between Miller Creek and
Tecate Divide. 3.9 miles to be graded. Dist. VII, Rt.
12. Sec. F. International Transfer & Warehouse Co.,
Calexico, $94,627 ; Mathews Const. Co., Sacramento,
$112,488: Watson & Sutton. San Diego, $112,067; C.
G. Willis & Sons, Inc., Los Angeles, $86,827 ; J. G.
Donovan & Son, Los Angeles. $125,631 ; C. R. Butter-
field, San Pedro, $98,295 ; Isbell Con.st. Co., Fresno,
$92,358 ; Nevada Contracting Co., Fallon, Nevada,
$88,371. Contract awarded to Monarch & Breen,
Portland, $73,897.20.

SAN DIEGO COUNTY — Reinforced concrete girder
bridge across Rose Canyon in San Diego near Balboa
Ave. Dist. VII, Rt. 2, Sec. E. Barclay & Schaniel,
San Diego, $32,560 ; Dawson and Johnston. San Diego,
$35,458 ; McWilliams and Ritchey, Los Angeles,
$37,896 ; Greene Construction Co., Los Angeles, $34,896 ;
John Simpson & Co., Los Angeles. $44,458 ; Geo.
Mitchell Co.. Huntington Park, $39,100 ; Oberg Bros.,
Los Angeles. $33,562 ; R. R. Bishop, Long Beach,
$31,879; A. R. and C. O. Bodenhamer, Hemet. $41,607.
Contract awarded to De Waard & Son, San Diego,
$30,515.

SAN JOAQUIN COUNTY — Between 2.5 miles north
of Turner Station and Mariposa Road, 1.1 miles to
be graded and surfaced with untreated crushed gravel
or stone. Dist. X, Rt. 4, Sec. E. J. R. Reeves, Sacra-
mento, $31,445.50 ; Gannon & McCarty, Stockton,
$36,090 ; M. J. Bevanda, Stockton. $33,527. Contract
awarded to Lilly, Willard & Biasotti, Stockton, $30,428.

SAN MATEO, SANTA CLARA AND SANTA CRUZ
COUNTIES — Between La Honda and Saratoga Gap,
13.8 miles to be stockpiled with crushed gravel or
stone. Dist. IV, Rt. 55, Sees. D, E & A. A. Teichert
& Son, Sacramento, $19,2 70. Contract awarded to
Tieslau Bros., Berkeley, $18,245.

SANTA BARBARA COUNTY — Between Los Alamos
and 6J miles north, constructing at different locations,
2.4 miles of bituminous macadam surface. Dist. V,
Rt. 2. Sec. B. Sam Hunter, Santa Barbara, $11,599.
Contract awarded to M. J. Bevanda, Stockton, $11,551.

TULARE COUNTY — Between southerly boundary
and Pixley, 12.2 miles to be graded and paved with
asphaltic concrete. Dist. VI, Rt. 4, Sec. A. Force,
Currigan & McLeod, Oakland, $312,672 ; Steele Finley,
Santa Ana, $308,725 ; Hanrahan Co., San Franci.sco ;
$322,012 ; A. Teichert & Son. Sacramento. $328,908 ;
Western Roads Co., Oakland, $327,957; Gibbons &
Reed Co., Burbank, $339,530 ; R. E. Hazard Co., San
Diego, $308,735; Chas. U. Hauser, Glendale, $392,266;
George R. Curtis, Los Angeles, $320,303 ; Union Paving
Co., San Francisco, $389,624. Contract awarded to
Valley Paving Co., Visalia, $287,674.

AWARD OF CONTRACTS
DIVISION OF ARCHITECTURE

STOCKTON ARMORY — Sorensen and Hagmark of
San Francisco — For general work on additional build-
ings for the Stockton State Armory. Contract price,
$21,300.

F. C. Brandt of Stockton — For plumbing on above
buildings. Contract price, $2,328.

STATE AGRICULTURAL PARK. Sacramento —
Campbell Construction Company — Main entrance gate
to the State Fair Grounds. Contract price. $1,550.

PATTON STATE HOSPITAL— Orviall Schupbach of
Riverside — For general work on a unit for tubercular
males. Contract price, $35,663.

Harry M. Rouse, Riverside — For electrical work in
the kitchen and bakery building. Contract price,
$4,476.

Security Construction Company of Riverside — For
general work for the kitchen and bakery building. Con-
tract price, $79,950.

F. B. Jones, Pasadena — For heating and plumbing
work on unit for tubercular males. Contract price,
$6,284.

PRESTON SCHOOL OF INDUSTRY — Collins Elec-
trical Company of Stockton — For electrical work on
Refectory Buildings. Contract price, $2,581.

^VHITTIER STATE SCHOOL — Saunders Brothers,
Whittier — For installation of water pipe line and
pump. Contract price, $11,452.

PIO PICO MANSION (near Whittier, Los Angeles
County) — T. R. Hyatt of Alhambra — For construction
of caretaker's cottage. Contract price, $1,560.

STATE CAPITOL BUILDING — Schrader Iron
Works — For structural steel alterations. Contract
price, $2,285.

WATER PERMITS

AND APPLICATIONS

Applications for Permit to Appropriate Water
Filed with the State Department of Public
Works, Division of Water Resources, During
August, 1929,

Application G;^!)0. INYO COUNTY— C. H. Devenso
and Edward Schober, Bishop, for .33 c.f.s. from
unnamed spring tributary to no stream to be diverted
in Sec. 10, T. 21 S. R. 39 E., M. D. M. for domestic
and aKricultural purposes on 40 acres.

Application G391, HUMBOLDT COUNTY— Thos.
H. Selvage, Eureka, for .01 c.f.s. from unnamed spring
tributary to Mattole River to be diverted in Sec. 30,
T. 2 S., R. 1 W., H. M., for irrigation and domestic
purposes on 8 acres. Estimated cost $300.

Application 6392, HUMBOLDT COUNTY— P. M.
Schmook, Scotia, for .017 c.f.s. from Eel River to be

CALIFORNIA HIGHWAYS AND PUBLIC WONKS

25

diverted in Sec. 16,

for mining purposes.

Application 6396,

Brown and Wm. S.

•diverted in Sec. 31, T. 2 N., R. 1 E, IT. M., for irri-
:gation purposes on 1.51 acres. Estimated cost $400.

Application 6303, STANISLAUS COUNTY— Lloyd
B. and Elizabeth M. Crow, San Francisco, for 7.5
•c.f.s. from San Joaquin River to be diverted in Sec.
17. T. 6 S., R. 9 E., M. D. M., for irrigation purposes
on 480 acres. Estimated cost $600.

Application 0394. LASSEN COUNTY— Richard
Talboy. I'ortland. Oregon, for 20,000 acre feet from
Deep Cut Creek tributary to Secret Creek to be
•diverted in Sec. 19, T. 31 N., R. 16 E., M. D. M., and
Sec. 24. T. 31 N., R. 15 E.. M. D. M., for irrigation
and domestic purposes on 8000 acres.

Application 6395. SIERRA COUNTY— Belle C.
Brown and AVm. S. Brown, La Porte, for 65 c.f.s.
from Whisky Creek and an unnamed ravine tributary
to Slate Creek and North Fork Yuba River to be
T. 22 N., R. 10 E., M. D. M.,
Estimated cost $2,000.
SIERRA COUNTY— Belle C.
Brown, La Porte, for 25 c.f.s.
from North Branch of Slate Creek tributary to Slate
Creek and North Fork Yuba River to be diverted in
Sec. 21, T. 22 N., R. 10 E.. M. D. M., for mining pur-
poses. Estimated cost $1,000.

Application 6397, SAN JOAQUIN COUNTY— W.
H. McFall, Mauteca. for 1.47 c.f.s. from Lone Tree
■Creek tributary to San Joaquin River to be diverted
in Sec. 14, T. 1 S.. R. 7 E.. M. D. M., for irrigation
pui-poses on 117.45 acres. Estimated cost $1,000.

Application 6398, LASSEN COUNTY— Antone
Avilla, Adin, for 33 ac. ft. from Quaking Asp Gulch
tributary to Pit River to be diverted in Sec. 7, T. 36
N.. R. 10 E., for stock watering purposes. Estimated
cost $200.

Application 6399, VENTURA COUNTY— Senior
Canyon Mutual Water Co., Inc., Ojai, for 1 c.f.s. from
a tunnel tributary to Senior Canyon to be diverted in
Sec. 21, T. 5 N., R. 22 W., S. B. M., for domestic and
irrigation purposes on 160 acres. Estimated cost
^65,000.

Application 6400, RIVERSIDE COUNTY— O. P.
Sanders, Riverside, for .25 c.f.s. from unnamed spring
tributary to no stream to be diverted in Sec. 8, T. 4 S.,
R. 2 E., S. B. M., for domestic and irrigation pur-
poses on 20 acres. Estimated cost $750.

Application 6401, CALAVERAS COUNTY— Ralph
G. Houston and Raymond W. Miller, trustees for dis-
trict to be formed. Linden, for 150 c.f.s. and 100,000
ac. ft. from Calaveras River tributary to San Joaquin
River to be diverted in Sec. 31, T. 4 N., R. 11 E.,
M. D. M., for irrigation and domestic purposes on
12,000 acres.

Application 6402, SAN BERNARDINO COUNTY
— T. E. Hunt, 322 S. Vendome St., Los Angeles, for
10 c.f.s. from Arrastre Creek and Baldwin Lake to be
diverted in Sec. 22, T. 3 N., R. 2 E., S. B. M., for
irrigation and domestic purposes on 800 acres. Esti-
mated cost $90,000.

Application 6403, EL DORADO COUNTY— Lora
J. Knight. Santa Barbara, for 1 c.f.s. from unnamed
spring tributary to Lake Tahoe to be diverted in Sec.
21, T. 13 N., R. 17 E., M. D. M., for irrigation and
domestic purposes on 40 acres. Estimated cost .$2,000.

Application 6404, EL DORADO COUNTY— Geo.
Cunningham, Lotus, for 2^ c.f.s. from South Fork
American River to be diverted in Sec. 18, T. 11 N.,
R. 10 E.. M. D. M., for mining purposes. Estimated
cost $1,200.

Application 6405. SAN BERNARDINO COUNTY
—J. E. Honck, Box 47, Sky Forest, for .25 c.f.s. from
2 springs tributary to Hook Creek and Deep Creek

lo be diverted in Sec. 26, T. 2 N., R. 2 W., S. B. M.,
for domestic purposes. Estimated cost $2,500.

Application 6406, RIVERSIDE COUNTY— Metro-
politan Water District of Southern California, Los
Angeles, for 3000 c.f.s. from Colorado River to be
diverted in Sec. 14, T. 3 S., R. 23 E., S. B. M., for
municipal purposes for cities and inhabitants of said
district.

Application 6407, SISKIYOU COUNTY— Fred J.
Blakeley, Portland. Oregon, for 25 c.f.s. and 2000
ac. ft. from Elliott Creek tributary to Applegate River
to be diverted in Sec. 21, T. 48 N., R. 10 W., M. D.
M.. for irrigation, domestic and industrial purposes.
Estimated cost $50,000.

Application 6408. SIERRA COUNTY— L. E.
Granger, Nevada City, for 3 c.f.s. from Kimberland
Ravine tributary to Kanaka Creek and Middle Yuba
River to be diverted in Sec. 8, T. 18 N., R. 10 E., M.

D. M., for power purposes. Estimated cost $500.
Application 6409. SISKIYOU COUNTY— Telluric

Mines and Power Co., Seattle, Wash., for 6 c.f.s. from
Knownothing Creek to be diverted in Sec. 1, T. 9 N.,
R. 7 E., H. M., for power purposes. 205 t.h.p. to be
developed. Estimated cost $52,000.

Application 6410, EL DORADO COUNTY— Emil

E. Larson, Placerville, for .5 c.f.s. from South Fork
Brush Canyon tributary to South Fork American
River to be diverted in Sec. 4, T. 10 N., R. 12 E.,
M. D. M., for irrigation and domestic purposes on 60
acres.

Application 6411, SIERRA COUNTY— Standard
Mining Co., Downieville, for 2.50 c.f.s. from Sailor
Ravine tributarv to North Fork Yuba River to be
diverted in Sec. 22, T. 20 N., R. 10 E., M. D. M., for
power purposes. Estimated cost $2,000.

Application 6412, YUBA COUNTY— Maurice E.
Lawton, Strawberry Valley, for .05 c.f.s. from Stick-
ner Spring tributary to Sly Creek to be diverted in
Sec. 20, T. 20 N., R. 8 E., M. D. M., for operation of
hydraulic ram. Estimated cost $600.

Application 6413. LASSEN COUNTY— Antonio
Saralegui, Reno, Nevada, for 10,000 ac. ft. from
Long Valley Creek to be diverted in Sec. 10, T. 23 N.,
R. 17 E., M. D. M., for irrigation purposes. Esti-
mated cost $25,000.

Application 6414, EL DORADO COUNTY— Ray-
mond A. Young, Sacramento, for 200 g.p.d. from
unnamed spring tributary to Bryant Creek to be
diverted in Sec. 15, T. 11 N., R. 17 E., M. D. M., for
domestic purposes. Estimated cost $25.

Application 6415, SIERRA COUNTY— James W.
Flannery, San Francisco, for 150 c.f.s. from Canyon
Creek tributary to North Fork Yuba River to be
diverted in Sec. 10. T. 21 N., R. 10 E., M. D. M., for
mining purposes. Estimated cost $125,000.

Application 6416, SISKIYOU COUNTY— Paul
Harris, Walker, for 0.5 c.f.s. from Salt Creek tribu-
tary to Horse Creek to be diverted in Sec. 27, T. 49
N., R. 11 W., M. D. M., for irrigation purposes on
30 acres in Sees. 26 and 35. T. 47 N., R. 11 W., M.
D. M. Estimated cost $300.

Application 6417, LASSEN COUNTY— Antone
Avilla, Adin, for 500 ac. ft. from Quaking Asp Gulch
tributary to Pit River to be diverted in Sec. 13, T.
36 N., R. 9 E., M. D. M., for stock watering purposes.
Estimated cost $1,000.

Application 6418, SUTTER COUNTY— Rowena
B. Coulter, Grimes, for 12.5 c.f.s. from Sacramento
River tributai-y to Suisun Bay to be diverted in Sec.
13, T. 11 N., R. 2 E., M. D. M., for irrigation pur-
poses on 500 acres.

20

CALIFORNIA HIGHWAYS AND PL BUG WORKS

Application 6419, SAN DIEGO COUNTY— Chicago
Nippo Manufacturing Co., Los Angolos, for 4 c.f.s. and
]2()() ac. ft. from surface and underground Live Oalv
Creeli tributary to San Luis Key River to be diverted
in Sec. 33. T. J) S., R. 3 W.. S. B. M., for irrigation
and domestic purposes on 877 acres in Sec. 33, T. 9 S.,
R. 3 W., S. B. M.

Application G420. MONTEREY COUNTY— Geo. P.
Tolman. Watsonville. for .01 c.f.s. from unnamed
spring to be diverted in Sec. 6, T. 20 S., R. 5 E., M.
D. M., for domestic purposes.

Application 0421, NEVADA COUNTY— Fletcher
Hamilton. San Francisco, for 50 c.f.s. from Logan,
Roscoe, Deadman, Rob Roy. Mt. Zion and Devil's
Canyon tributary to South Fork Yuba River to be
diverted in Sees. 25, 20 and 34, T. IS N.. R. 10 and
11 E.. M. D. M.. for mining purposes in Sec. 9, T. 17
N.. R. 10 E., M. D. M.

Application 6422. RIVERSIDE COUNTY— F.

Wm. Seggio, Riverside, for .007 c.f.s. from Mountain
Lion Spring tributary to San Jacinto River to be
diverted in Sec. .36. T. 3 S.. R. 2 W., S. B. M., for
irrigation and domestic purposes on Lot 2, Sec. 36,
T. 3 S.. R. 2 W., S. B. M. 4 acres. Estimated cost
$400.

Application 0423. DEL NORTE COUNTY— F. M.
McAuliffe. Nevada Bank Building, San Francisco, for
500 c.f.s. and 300.000 ae. ft. from South Fork Smith
River tributary to Smith River and Pacific Ocean to
be diverted in Sec. 10, T. 10 N.. R. 1 E.. H. M., for
power purposes. Estimated cost $10,000,000.

Application 6424. SHASTA COUNTY— Laura E.
Chandler. Castella. Shasta County, for .025 c.f.s. from
Mullins Gulch tributary to Sacramento River to be
diverted in Sec. 22, T. 3S N., R. 4 W., M. D. M. for
irrigation and domestic purposes on 2 acres.

Permits to Appropriate Water Issued by the
Department of Public Works, Division of Water
Rights, during August, 1929.

Permit 3297. Application 6199, SAN BERNAR-
DINO COT^NTY — Issued to W. G. Van Slyke,
Needles. Aug. 5. 1929. for 1 c.f.s. from Piute Stream
in Sec. IS, T. 12 N., R. 19 E.. S. B. M., for use of
irrigation and domestic purposes on 160 acres. Esti-
mated CMist .$3,000.

Permit 3298, Application 6281, INYO COUNTY—
Issue<l to the Pan-Inyo Mining Co., 412 Central
Bldg.. Pasadena, Aug. .5, 1929, for 5 c.f.s. from Jail
Canyon Stream in Sec. 14, T. 20 S., R. 44 E.,
M. D. M.. for mining, milling and domestic use. Esti-
mated cost $2,500.

Pei-mit 3299, Application 6305, MENDOCINO
COUNTY— Issued to Chas. S. Howard Co.. San Fran-
cisco, Aug. 8. 1929, for 4.46 cf.s. and 300 a.f. from
Forsythe Creek in Sec. 18, T. 17 N., R. 13 W.,
M. D. M., for irrigation of 357 acres. Estimated cost
$23,000.

Permit 3300. Ai>p]icatinii 6197. TRINITY COI'NTY
—Issued to H. W. Hamilton, Willow Creek, Aug. 9,
1929. for 8 c.f.s. from Hennessey Creek in Sees. 3, 10
and n, T. 5 N.. R. 6 E.. M. I). M.. for mining pur-
poses. Estimated cost $1,800.

Permit .3301, Application 5944, CALAVERAS
COUNTY— Issued to Fino (Jold Mine Co., San Fi-an-
cisco. Aug. 9. 192!). for 35 c.f.s. from S(Hith Fork
Mokelumne River in Sec. 29, T. 6 N., R. 14 E.,
M. D. M., for power purposes. 44 t.p.h. to be devel-
oped. Estimated cost $4,000.

Permit .3302, Application 59.50, EL DORADO
COUNTY — Issued to Frank A Brown, San Francisco,

Aug. 10, 1929, for 200 g.p.d. from unnamed stream in
See. 34, T. 12 N., R. 17 E., M. D. M., for domestic
puriwses. Estimated cost $100.

Permit 3303, Application 6202. AMADOR COUNTY
— Issued to Pacific Gas & Electric Co. San Francisco,
Aug. 13, 1929, for .5.50 c.f.s. from North Fork
MoU<'lunine River in Sec. .33. T. 8 N., R. 10 E... M. D.
M., for power purposes. Estimated cost $800,000.

Permit 330 4, Application 62.35, SISKIYOU
COUNTY— Issued to Riverside School District.
Walker, Aug. 13, 1929, for .009 c.f.s. from a spring in
Sec. 10. T. 46 N., R. 9 W., M. D. M., for domestic
use. Estimated cost .$300.

Permit ;?305. Application 6236, TRINITY COUNTY
— Issued to New River Mining & Development Co.,
Denney, Aug. 13, 1929, for 50 c.f.s. from New River
in Sec. 27, T. 7 N., R. 7 E., H. M., for mining pur-
poses. Estimated cost $10,000.

Permit 3306. Application 6239, SIERRA COUNTY
— Issued to Addison Brown and C. .7. Y'ork. Downie-
viile. Aug. 13, 1929. or 5 c.f.s. from Slug Canyon and
Holloman Ravine in Sec. 3. T. 19 N., R." 10 E..
M. D. INI., for power purposes. Estimated cost $2,500.

Pei-mit .3.307, Application 6343, INYO COUNTY—
Issued to American Potash & Chemical Corp., Trona,
Aug. 21. 1929, for 0.0067 c.f.s. from Moscow Creek
No. 1, Sec. 31, T. 23 S., R. 42 E., M. D. M., for indus-
trial, domestic and raining purposes. Estiraated co-st
$11,500.

Pennit 3308, Application 6344, INYO COUNTY—
Issued to American Potash & Chemical Corp., Trona,
Aug. 21. 1920, for 0.0067 c.f.s. from Moscow Creek
No. 2 in Sec. 31, T. 23 S.. R. 42 E.. M. D. M.. for
mining, domestic and industrial purposes. Estimated
cost $1,210.

Permit .3309. Application 6.345, INYO COUNTY—
Issued to American Potash & Chemical Corp., Trona,
Aug. 21, 1929, for 0.2222 c.f.s. from Moscow Creek
No. 3, in Sec. 31, T. 23 S., R. 42 E., M. D. M., for
mining, domestic and industrial purposes. Estimated
cost $1.4.30.

Permit 3310, Application 6346, INYO COUNTY—
Issued to American Potash & Chemical Corp., Trona,
Aug. 21. 1929, for 0.0111 c.f.s. from Moscow Creek
No. 4, in Sec. 6, T. 24 S., R. 42 E., M. D. M, for
mining, domestic and industrial purposes. Estimated
cost $1,210.

Permit .3311, Application 6347, INYO COUNTY—
Issued to American Potash & Chemical Corp., Trona,
Aug. 21. 1929. for .0067 c.f.s. from Knockout Spring
in Sec. 31, T. 23 S., R. 42 E., M. D. M., for mining,
domestic and industrial purposes. Estimated cost
$2,300.

Permit 3312. Application 5658, SAN BERNAR-
DINO COUNTY— Issued to Geneva Katherine
Baxter, Victoi-Anlle. Aug. 2.3. 1929. for 2 c.f.s. from
Sci(maca or Cinka S])rings in Sec. 13. T. .3 N., R. 1 W.,
S. B. M., for irrigation and domestic puiijoses. Esti-
njated cost $12,000.

Permit 3313. Application 6340. SANTA BARBARA
COI'NTY — Issued to United States Santa Barbara
Nation.'il Forest, Santa Barbara, Aug. 23, 1929. for .01
c.f.s. from two unTiamed springs, in Sec. 29, T. 6 N.,
R. 27 AV.. S. B. M., or domestic purposes. Estimated
cost $500.

Permit 3314, Application 6296, SANTA CLARA
COUNTY— Issued to Board of Trustees of The Leland
Stanford University, Stanford University, Aug. 29,
for 900 acre feet per annum from Los Trancos Creek
in Sec. 28, T. 6 S., R. 3 W., M. D. M., for irrigation
and domestic purposes. Estimated cost $150,000.

CALIFORXIA IfiaUWAYS AX J) I'lliLIC WORKF!

27

Permit 3315, Application 62S7. BUTTE COUNTY
—Issued to Ralph J. Baxter. Durhain. Aug. 20. lf)'2it,
for 1..S c-.f.s. from Clear Creek in Sec. 14, T. 21 N..
K. 3 E.. M. D. M., for irrigation of 104 acres. Esti-
mated cost $500

Pemiit 33ir,. Application 628G. NEVADA COUNTY
— Issued to Lincoln Hutchinsim. San Francisco, Aug.
31. 1020. for .01 c.f.s. from Zoro Spring in Sec. 24,
T. IT N.. R. 14 E.. M. D. M., for domestic purposes.
Estimated cost .$200

Permit 3317. Application G22S. EOS ANGELES
{"'OUNTY— Issued to Herman G. AYillday. Palmdale,
Aug. 31. 1020. for 600 gallons per day from a spring
in Sec. 3. T. 4 N., R. 12 W., S. B. M., for domestic
iniiposes. Estimated c-ost $150.

Permit 3318. Application 6263. EL DORADO
COI'NTY— Issued to B. G. Cutler, MarysvUle. Aug.
31. 1020. for 200 gallons per day from unnamed spring
in Sec. 6, T. 11 N.. R. IS E.. M. D. M., for domestic
purposes. Estimated cost $100.

PROPERTY OWNERS AGREE

TO PROPER SETTING FOR

SAN DIEGO COLLEGE

Agreement has been reached by the
Department of Public Works with adjoin-
ing property o'^vners at San Diego as to
landscape development of the campus of
the new college taken together with the
adjoining properties. This assures satis-
factory approaches and surroundings for
the college.

Oh, bury him deep

In some shady bower :
He drives in the middle
At ten miles per hour.

PENNSYLVANIA— An analysis of motor vehicle
accidents occurring in one winter month revealed that
404 accidents, resulting in 27 deaths and 407 injuries,
were due primarily to skidding. Accidents at bridges,
numbering .50. caused 2 deaths and 48 injuries. A
total of 3400 mishaps causing 185 deaths was recorded
for that month.

LOUISIANA— Hard surfacing of 16.50 miles on
four main highways is part of the state highway
program for the next two years. Two north-and-south
and two east-and-west routes are to be continuously
surfaced, including the Jefferson Highway and the
Old Spanish Trail.

ILLINOIS — Mixers laying pavement on state high-
ways during the past eight years, have had an average
per-season mileage varying from 2.70 to 6.07 miles for
individual yeai"s. In 1028, 45 per cent of the mixers
were fVbag. Equipment charges on representative pav-
ing jobs included 10.1 cents per square yard for repairs
and 5. .5 cents for fuel.

UTAH — Maintenance costs for various state road
types during 1027 averaged : .$310 per mile for 204
miles of concrete. $388 per mile for 55 miles of
bituminous surfaces, and $337 per mile for 1048 miles
of gravel, not including new gravel added. Gravel
roads carried an average daily traffic of 337 vehicles
according to a check at 45 stations.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Official journal of tlie Division of Highways of the
Department of Public "Works, State of California ;
published for the information of the members of the
(lep.artment and the citizens of California.

Editors of newspapers and others are privileged to
use matter contained lierein. Cuts will be gladly loaned
upon request.

B. B. Meek Director

George C. Mansfield Editor

Address communications to California Highways and
Public "Works, P. O. Box 1103, Sacramento, California.

Vol. 7

SEPTEAIBER, 1929

No. 9

REGISTRATION FEES

The gross receipts cif jiald registration motor vehicle
fees in California were $0,381,176.05 for the period
of January 1. 1020-.July 31. 1020, inclusive. This is
an increase of $1,238,130.45 for the corresponding
period in 1028. The registration of automobiles,
motorcycles, trucks and trailers for this period ex-
ceeded the same period in 1028 by 160.167.

HIGHWAYS ARE HAPPY WAYS

By Platt Young, in Georgia Highways Magazine

Highways are happy ways. Their smile expands
( )'er mountains, hills, and peaceful meadow lands ;
The nodding trees, the laughter of the brooks,
The budding flora of sequestered nooks.
Reflect that smile, which brings surcease from care
And promises each pilgrim rapture there.

Highways are happy ways, and link the plan

Instilled by Nature in the heart of man

To make a common way where miser blends

His lot with him who all his substance spends :

For .since Creation's dawn, there is no fee

To God's outdoors. Its wealth is scattered free.

Rastus had taken Mandy to the circus menagerie
and was having a great time explaining all about the
animals to his girl.

"Lawzee. Rastus. what's "at?" asked Mandy, when
they came to the zebra.

"Don't you know, gal Y'ou sho' has neglected yo'
animology. Dat's nuthin' but a spo't model jackass."

A young London girl holidaying in the country
became rather friendly with a young farmer. One
evening as they were strolling in the fields they
happened across a cow and a calf rubbing noses in
the accepted bovine fashion.

"Ah." said the young farmer, "that sight makes me
want to do the same.''

"Well, go ahead." said the girl, encouragingly,
"It's your cow."

Fair Maid : "Oh. sir. what kind of an officer are
you?"

Officer : "I'm a naval surgeon."

Fair Maid : "Goodness, how you doctors do
specialize."

•Js

CALIFORNIA IIIGHM'AYS AXD PUBLIC WORKf<

TRAVEL COUNT INDICATES

DOUBLE PRESENT HIGHWAY

TRAFFIC BY 1910

(Continued from page 1.)

•Tilly,
Sun.

Station location 13

Belveilere Jc. R. 52 to Belveilerc.

S. on 1 12.071

E. on 52 2.205

N. on 1 11,127

San Rafael N. of Cy. at top liilL. 12.226

Pftaluiua S. Cy. Lts. at Maint.

Yd. S,09S

retaluma N. of Cy 10,813

Cotati at Jet. C.R. to Sebastopol,

S. on 1 11.222

W. on C.R 6.903

N. on 1 4.617

Santa Rosa S. of Cy. at Triangle

Service Sta. 4.606

Santa Rosa N. of Cy. at S. P.

R. R. Xing 5.399

nealilsburg S. of Cy. at N. W.

P. R. R. Xing 4.055

Mounlaiii IloiiSf at .let. Rt. 48 to
Bcxjiu'ville.

S. on 1 1.6S1

\V. on 48 275

N. on 1 1.413

McCrays .let. C.R. to Preston,

S. on 1 2,192

E. on C.R 418

X. on 1 2.199

Iloplaiul at .let. Rt. 16 to Lakeport.

S. on 1 1.871

E. on 16 77fi

N. on 1 2,525

I'kiali S. of Cy. Lts. .Ic. with Rt. 70.

S. on 1 1.904

E. on 70 S73

N. on 1 2.578

Ckiali N. of Cy. Lts. at Jc. Rt. 15
to Colusa,

S. on 1 2,254

E. on 15 SS9

X. on 1 1,667

District I
Willits X. of Cy. at Jc. C.R. to
Sherwood.

S. on 1 1,195

W. on C.R 68

X. on 1 1.131

Mendocino-Hum. Co. Line 74S

Garberville at Jc. with C.R. to
Brlceland.

S. on 1 1,207

W. on C.R 219

X. on 1 1,274

D.verville at Jc. C.R. to So. Fork.

S. on 1 1.539

E. on Or. 399

N. on 1 1,493

W. on C.R 226

Fernbridge Jc. C.R. to Ferndale.

S. on 1 3.168

\V. on C.R 1.109

X. on 1 3.168

Eureka S. of Cy. Lts 4.054

Eureka X. at Eureka Slough

BridKe 3.057

Areata X. of Cy. at Jc. Rt. 20
to Weaverrille.

S. on 1 1.44S

E. on 20 1,647

N. on 1 354

Areata at Mad River Store, E. on 1 426

S. on C.R 2.191

X. on 1 2.322

Orick. Jc. Rt. 1 and C.R. to
Weitchpec,

S. on 1 619

E. on C.R 112

X. on 1 581

Klamath River Br 487

Crescent Cy. S. E. of Cy. at Jc.
Rd. to Crescent Cy.,

S. on 1 1.060

X. to C. C 1.662

E. on 1 1.044

1928
Moil.

5,275
1.060
4.323
4.807

3,477
6,539

4.028
2.271
2,533

2.967

3.846

2.602

1.270
316
969

1.369

244

1,581

1.425

808

2,217

1,639

960

2.334

1.756

620

1,273

July. 1929
'-un. Mon.

14.516
2.035

13,749
12.253

9.053
10.570

9.839
5.508
4,499

3,675

6,330

4.526

2.380

432

1.954

2,608

366

2.250

711
2.948

2.340
1.061
3,136

6,407
1.109
3.870
4.653

3.97S
5,572

4,135
1.832
2,684

4.531

4,573

3.146

1,680

27S

1.402

1.872

228

1.643

1.874

787

2,643

2,00.3
1.006
2,747

2.694 2,235
1.019 749

2,025 1,623

997

1.486

1.371

90

72

106

929

1.415

1,268

689

1.261

1.164

1,280

1,511

1,482

174

302

178

1,350

1,689

1.573

1,210

2.326

1.620

379

429

452

1.089

2.224

1.533

124

261

187

1.720

3.564

2.318

787

1.085

822

1.772

3.498

2,359

2.995

4,655

3,832

4,245 3.483

780

1.274

S74

831

1,388

934

123

293

114

140

430

301

1,101

2,702

1,832

1.122

2,786

1.839

720

1.048

941

65

77

49

697

1,081

925

541

1,150

1.048

1.745

1.942

2.374

2.433

1,653

1.644

Station location

Hiouchi Bridge,

E. nn 1

W. oil 1

i-.U.

Cuive Half Way up Oregon Mt.,
X'. Bound

1 3/4 Mi. S. Oregon Line S. Bound

Oregon Line

July.
Sun.
15

578

1928
Mon.
16

472

July,

Sun.
14

584
176

429
36
863

1929
Mon.
15

509

413

61

348
773

Route 2. San Francisco to San Diego
District IV

Colma Jet. with Rd. 2 to So. S. F.,

\. on 2 26.521 10.966

E. on C.R 3.332 1.667

S. on 2 23,189 9.299

San Bruno Jc. with Bay Shore
road to So. S. F. R. 68,

X. W. on 2 22.208 9.205

X. E. on 68 3,685 2.581

S. on 2 25.893 11.786

San Mateo S. of Cy. at 16th Ave. 29,163 12.698

Redwood Cy. X. of Cy. Lts 25.474 11.771

Palo Alto at Highway to Federal

Tel. Sta 18.700 8.774

9 Mi. X. of San Jose, X. on 2 10,907 7.928

W. on C.R 8.661 5.437

S. on 2 4,610 2,045

5 Mi. X. of San ,Tose 10.113 7.272

4 Mi. X. of San Jose 13,305 10.789

San Jose N. of Cy. Lts. at Lumber

Yard 20.543 21.856

San Jose S. of Cy. Lts 10.151 8.652

5 Mi. S. of San Jose 7.549 4.316

10 Mi. S. of San Jose 7.324 4.499

15 Mi. S. of San Jose 7.473 4,323

Gilroy X. of Cy. at Jc. with Mt.

Madonna Rd. to Watsoiirille.

X. on 2 8.414 5,814

\V. on C.R 1,652 1,016

S. on 2 8.347 6.017

Route 2. District V

San Juan Bautista X. of Cy. at .Tc.
with R. 67 Chittenden Rd.,

X. on 2 5,326 3,112

\y. on 67 3.390 1.480

S. on 2 4.391 2,840

San Juan Bautista S. of Cy. at Jc.
Rt. 22 to Holllster,

X. on 2 4,6,58 3,184

E. on 22 2.662 1.525

S. on 2 3.496 2,408

S. Bt.-Mon. Co. Line 3.154 2.141

Salinas X. of Cy. Lts 6,229 4,794

SaUnas S of Cy. Lts 3.966 3.709

Oonzales 3 Mi. W. of Town 3.165 2,772

Soledad S. of Milk Plant 3,095 2.705

San Lucas S. of Cy. at Jc. R. 10
to Coalinga and C.R. to Jolon.

X. on 2 2,329 2,068

E. on 10 110 155

\V. on C.R 86 139

S. on 2 2,250 2,000

Paso Robles X. of C.v. Lts 2,730 2.335

Paso Robles S. of Cy. Lts 3.488 2,777

San Luis Obispo X. of Cy. Lts. 3.665 2.823
San Luis Oliispo S. of Cy. Lts. at

R. R. Xing Xo count

At Pismo overhead crossing 4.654 3.159

Santa Maria X. of Cy. at Jc.
R. 57 to Bakersfield.

X. on 2 4.036 2.742

E. on 57 203 96

S. on 2 4.056 2,776

Bucllton at Intersection with Co.
Rds. W. to LoniTXic and Easterly.

X. on 2 2,727 2.186

}•:. on C.U 488 373

\V. on C.R .557 377

S. on 2 3,031 2.392

Oaviota W. of Road to Gaviota Sta. 2.881 2.169

Orella. opposite Orella station... 4.814 3.576
Santa Barbara W. of Cy. at Jc.

San Marcos Rd.. X. on 2.. 5.560 3.532

On San Marcos Rd 1.183 345

S. on 2 6.394 3.538

Santa Jiarbara W .of C.v. Limits

On 2 6,297 5,406

Santa Barbara 300 Ft. E. of Cy.

Lts. 9.524 7.708

S. B.-Ven. Co Line 6.495 3,651

28,553

14.083

4,535

2.337

24.018

11,746

23.843

11,468

2.185

1,912

26.028

13.380

27.0.84

15.124

23.944

12.851

19,957

10.284

12.815

8,038

3,574

4,801

8,414

5.286

9.697

6,990

12,516

11.332

19.938

21,579

10.433

8.342

8,133

4.965

8,250

5.077

8,140

4,894

8.205

6.187

1.287

778

8.429

6.357

5.427

3,393

3.697

1.533

4.784

3,079

5.411

3.797

3.001

1.780

3,741

2.822

3,243

2.387

6,365

5,490

4.883

4.482

3.764

3.114

3.766

3.195

2,771

2.313

144

171

90

149

2.664

2.248

3.042

2.590

4.127

3.216

3.919

2.993

6.510

4.619

244

4.624

3.141

168

3.223

3.207
481
537
3,524
3,308
3.996

2.430
367
348
2.606
2.381
2.752

6.544

945
6.870

5,046

380

5.259

8.411

6.821

12.755
8.705

10,539
4.643

CALIFOh'XIA JlKHnVAYS AXn I'VIiUC ^VOh'KS!

29

.928

July.

1929

Mon.

Sun.

Mim.

16

14

15

4,646

10.466

6,081

5,672

11.667

7.552

4,in7

10.361

7.144

1.1 2r>

2,057

1,520

2,!140

9,322

5,302

4.330

5,297

2.945

3,731

7.436

2,613

6,439

12,036

5.592

21,311

23,303

20.850

11. SSI

20.661

14.070

3.59.5

4.171

4.729

9,027

16,513

10.493

4.173

11,534

5.456

2.793

3.126

2.791

2,724

3.075

2.670

4.233

11.423

5.836

9,731

15,074

10.112

7.396

11,855

6.271

5,687

7.473

6.095

7.846

12,691

6.491

5.555

9,327

6.56S

6. 582

3.588

10,380

4,938

7,188

3,318

5.278

9.666

5.828

3.838

9.456

4.721

Route 2. District VII

•Tulj-,
Sun.

Station location 15

Ventura \V. . of Cy. at Br 8.059

A'ontura E. of Cy. Lts 7,472

El Rio Intfrst'Ction.

W. on 2 6.023

X. to Saticoy 1.391

S. to Oxnard 3.844

K. on 2 6.603

Ventura-L. A. Co. Line 6.755

West of Hollywood -Ventura Blvd.

at Sepulveda St 11.702

L. A. E. at Indiana St 22.356

Wliittier at .let. with Hadley St.,

\V. on 2 16.364

X. on Hadley 3.296

E. on 2 14.068

La llabra E. Cj-. Lts. at Je. Roads
to Li< Hahra and B:ea,

N. on 2 8.672

\V. to La Habra 4.774

E. to Brea 4,570

S. on 2 9.556

Analieira N. of Cy. Lts 14,927

Santa Ana X. of Cy. at Jc. C.R.
to Orange,

X. on 2 12,223

E. on C.R 7.362

S. on 2 12.910

Tustin W. of Cy 9.115

San .Tuan Capistrano X. of City 4.945
Serra at Jet. Ora. 60-C n1tli
Ora, 2-A.

X. of .Tet

S.E. of Jet

W. of Jet

Ooeanside Xr. S. Cy. Lts 8.485

Delmar at S. F. R. R. Xing 8,005

Route 3. Sacra.Tiento to Oregon Line
District III

Sacramento X'. at Jc. Garden

Highway. S. on 3 13.238 12.611 •6,501 5.663

On Garden Highway 1,488 1,144 2,210 1.434

X. on 3 12.142 11.580 '6.574 6.171

Ben All Xing ,Tc. to C.R..

S. on 3 6.S53 4.578 *2.56S 1.478

W. on C.R 613 380 282 164

E. on C.R 518 586 *2,887 1.886

N. on 3 6.740 4,995 Under construction

Jc. C.R. to Folsom X. of 12 ill.
House.

S. on 3 5.100 4.022 •2.466 1.425

B. on C.R 636 373 445 197

X. on 3 4.399 3.584 •1,846 1,283

Roseville S. of Cy. at X. end of

Guard Rail Lane 6,016 4,165 5.335 3,548

Roserille. X. of Cy. Lts 2,418 1,991 1,715 1,173

MarysriUe S. of Cy. at Jc. Ham-
monton Road,

S. on 3 2,393 2.025 1,535 1,272

Hm. Rd 750 871 627 613

X. on 3 3.345 3.274 2.473 2.229

W. on C.R 738 756 466 460

Tuba City X. of Cy. at Jc. Rt. 15.

S. on 3 4.621 4.750 3,623 3.411

W. on 15 2.705 2,686 1,986 1.93S

X. on 3 2.578 2,722 2.269 2.160

Richvale Wye Jc. Rt. 21 to Oroville.

S. on 3 1.348 1.086 1.290 977

W. on 3 1.208 1.007 1,157 886

E. on 21 38S 318 449 358

Cliico at Je. C.R. E. to De Sabla

S. on 3 2.940 2.414 2.945 2.498

E. on C.R 311 246 337 319

X. on 3 3.168 2.520 3.151 2.709

Chico X. of Cy. at Jc. C.R. East.

S. on 3 2.318 2.063 2.151 2.014

E. on C.R 178 322 433 255

X. on 3 1,900 1.758 1.809 1,818

Route 3.

District

II

Butte-Tehama Co. Line

1,0.56

921

1.057

973

Red Bluff E. at Jc. with Rt. 29

to Susanrille,

S. on 3

1.446

1..578

1.439

1.285

E. on 29

652

599

849

573

X. on 3

1.662

1.452

1,847

1,579

Cottonwood S. of town at Teliama-

Shasta Co. Line

2.306

1.676

2,363

2.144

•Construction under way Ben Ali to Sylvan Corner.

July. 1H2S

Sun. Mem.

Station location 15 16
Redding S. of Cy. at Jc. with lit. 28
to Alturas.

S. on 3 2.203 2.057

E. on 2S 527 567

X. on 3 2,583 2,515

Redding 3 .Mi. X. at Jc. with C.R.
to Kennett.

S. on 3 1,583 1.454

W. on C.R 46 28

X. on 3 1.581 1.3.50

Gibson 1.692 1,427

Dunsmuir 1.5 Mi. So 2.111 1.761

Dunsniuir X. Cy. Lts. at Br 3.700 3,375

Dunsmuir 4 Mi. X. at Mott 2.598 2.051

Weed Jet. with Klamatli Falls Rd.,
E. on Co. Rd. 3 Mi. E. of

Weed 114 51

Gazelle 1 Mi. Xorth 1.801 1.497

Yreka S. Cy. Lts 2.431 2.342

Cray X. of Cy. at Je. with Rt.
46 via Klamath Riv. .

S. on 3 1.604 1.335

W. on 46 405 208

X. on 3 1,598 1,293

Oregon Line 1.568 1.372

Route 4. Sacramento to Los Angeles
District X

Sacramento S. of Cy. Lts 7,174 6.591

7 Mi. House at intersection Florin
Rd.,

X. on 4 4.233 3,097

E. on C.R 842 600

W. on C.R 117 82

S. on 4 3,976 2.850

Old Elk Grove at intersection
Franklin-Elk Grove Rd..

X. on 4 3.671 2.650

E. on C.R 822 776

W. on C.R 566 472

S. on 4 3,158 2.194

Twin Cities Jc. Rt. 34 to Jackson,

X. on 4 2.900 2.139

E. on 34 375 287

S. on 4 3.193 2.218

Lodi .Tc. Rt. 24 to San Andreas.

X. on 4 3.318 2.587

E. on 24 1.548 1.180

S. on 4 4.413 3.130

Stockton X'. of Cy. at Jc. C.R. to
Lockeford.

X. on 4 4.580 3.896

E. on C.R 3.102 2.815

S. on 4 7.641 6.558

Stockton X. of City at Cherokee Sta. ,

X. E. on 4

S. W. on 4

S. E. on C.R

Jc. of Mariposa Rd. S. of Stockton.

W. on 4

S. on 4

E. on Mpa. Rd

French Camp Jc. Rt. 5 to Oakland.

X. on 4 2,441 1,693

S. W. on 5 Construction

S. E. on 4 2,235 1.486

Inters. McKinley Ave. and C. R.
with old SJ-4-B. E. on McKin.

On old SJ4B

W. on C.R

Manteca X. of City 3.317 2.660

Ripon X'. of City 5,010 3,613

Salida Jc. Rt. 13 to Sonora.

X. on 4 5.331 3.803

E. on 13 380 344

S. on 4 5.390 4.089

Modesto X. of Cy 7.3.89 6.258

Modesto S. of Cy. ,Te. Crows Land-
ing Road.

X. on 4 8.778 8.801

S. on 4 7.106 5.618

W. on C.R 2,573 2,555

Turloek X. of City 5.9.58 5.473

Turlock S. of City 4.986 3.996

Route 4. District VI

Stanislaus-Mer. Co. Line 4.000 3.154

Atwater X. of City 4.455 3.483

Merced X'. Cy. Lts. at Br 5.492 4.452

Merced S. Cy. Lts. at Br 3.572 3.663

Merced-Madera Co. Line 2.589 1.931

Calif. Jet. Rt. 32 to Gilroy.

X. on 4 2.5S5 1,989

W. on 32 870 695

S. on 4 2.909 2,662

July. 1

I92'.l

Sun.

Mnn.

14

15

2.225

2.217

665

654

2,721

2.749

668

614

44

32

854

681

1..540

1.323

2.302

1,903

4.603

3,276

2.794

1,972

7

37

1.716

1.53S

2.456

2,277

1,590

1,320

348

202

1.543

1,296

1..599

1.351

5.026

3,313

821

680

107

96

4.655

2,992

4.151

2.572

762

655

536

423

3.703

2.179

3,569

2,245

456

342

3.667

2.304

3,875

3,068

1,725

1,285

5,002

3,667

3.841

2.387

3.568

2.278

434

260

3 107

2.234

1.938

1.517

1.132

721

3.447

2,488

2.707

1,942

812

626

2.522

1.991

1.851

1.495

1.067

870

3.384

2.609

5.562

4.021

5.285

3.903

421

404

5.302

3.966

7.282

6.212

9.576

2.535

7.178

6,211

2.556

2,367

5.845

4.751

4.579

3.791

4.134

3.531

4.173

3,251

5.782

4.956

4.219

4.095

3.084

2.213

3.251

2.358

1.142

818

4.376

3.093

.3(1

C ALIFORM A iriOHWAYS AND I'IH/JC WORKS

July. l:i-JS
Sun. Mom.

Statinii location 15 16

Madera N. of City 4,019 3.224

Madera-Fii'sno Co. Line 4..i2S 3,203

Muscatel 5,085 3,900

Fresno N. of Cy. X. of S. 1'. H. R.
Xing at .let. Olive Ave..

N. on 4 7.0,56 5.733

K. on Olive 2.154 1.010

S. on 4 5,636 4.899

\V. on Olive

Fresno S. of Cy, at Jet. Church

Ave., on 4 8.387 8.349

Malaga S. ot R. R. Sta 6,710 6.391

Fowler, .S. of City 4,077 3,257

Selnia S. of City 4,156 3.527

Kingsbur}; S. of City near Kings

Riv. Hr. 3,522 2,660

Goshen Jet. junction Rt. 10 to
Hanforil and C.R. to T'uUue,

N. on 4 2,876 2,318

W. on 10 1.690 1,067

S. on 4 2,545 2.057

E. on 4 2,102 1,429

Visalia Wve Jet. Rt. 10 to Visalia.

\V. on 4 2,798 2.235

K. on 10 4.572 3,625

S. on 4 2.412 1.562

Tulare S. City Lts 2.956 2.610

Tulare R. R. Xing S. of City R.
R. Trk..

\V. on C.R

S. on 4

Tiiiton at intersection C.R. to Por-
terville,

X. on 4 2.696 2,320

E. on C.K 384 338

S. on 4 2.635 2.314

Between Earlimart and Delano — 2.666 2.202
Delano intersection C.B. to Por-
tervllle,

S, on 4 3,238 2,812

X, on 4 3,225 2,882

E. on CI! 767 616

Famcsa Jot. Rt. 33 to Paso Robles,

X. on 4 2,557 2,231

\V. on 33 268 211

S. on 4 2.572 2.202

Saco at Saco Garage 3,120 2,747

Bakersfield X. of Cy. at Jet. C.R. to
Oil Center.

\V. on 4 4,535 4,215

N. on C.R 4.940 5.200

S. on 4 8.195 8.635

Iiiterx Brundage Lane & Rt. 4.

X. on 4 4. .558 3.815

S. on 4 4.859 4.208

W. nn B. L 1.111 849

Bakersfield 6 Mi. S. at .To. C.R. to
Taft.

X. on 4 3,566 2.931

\V. on C.R 907 684

S. on 4 3.183 2,561

20 Mi. S. of Bakersfield at .let.
Rt. 57 Maricopa Rd.,

X. on 4 2,478 1,955

VV. to 57 90 85

S. on 4 2.502 1.912

Lehec X. nf .Station 2,740 2,011

District VII

licbre Mt. >faint. f>ta. at Xeenacli

Road 2,709 1.955

Castaic at Jc. C.R. to Santa Paula,

X. on 4 3.100 2.302

W. on C.R 2.088 1.279

S. B. on 4 4.946 3.423

Saugus at Jet. Rt. 23 to Mojave.

X. on 4 5.252 3.379

E. on 23 4,733 2.669

S. on 4 8,268 4,905

Near Chatsworth at S. end of Sec.

LA-4-E 8,509 5,415

Route S. Stockton to Santa Cruz via Oakland

French Camp Jc. Rt.. X. on 4

S. \V. on 5

S. on 4

Mo.«sdale Jc. Rt. 66 to Manteca.

N. on 5 Construction

E. on 66 -- 5.350 3.671

S. on 5 5.350 3.671

Tracy W. of Cy. at ,Tc. C.R. to

Byron Sta.. E. on 5 5.880 3.304

X. on C.R 223 132

W. on 5 5.997 3.322

July. 1!

129

Sun.

Mon.

14

15

3.251

3.715

5.029

3.744

5,529

4.068

7,410

5.221

2,461

1,064

5,874

5,460

1,400

854

9,493

8,507

6,275

5.800

4.718

3,354

4,435

3,574

3,340

2,665

1.665

1,062

3.243

2,478

2,087

1,563

2,912

2,607

4,545

3,874

2,316

1,649

3.314

3,072

295

422

3.161

2,971

3,357

2.542

457

398

3.251

2.432

3,134

2.370

3,625

2,844

3,645

2,926

414

399

3.2.59

2,461

670

524

3,261

2,508

3,669

2,826

2,622

2,226

2,733

3,005

4,799

4.438

2,860

2,475

2,530

1,928

420

343

2,251

1,769

723

561

1,836

1,423

2,900

2,052

147

97

2.997

2,095

3,074

2,213

3,355

2,3,80

2.162

1,036

4,967

3,191

5,120

3,427

3.896

2.403

9.107

5.654

3,117

2,707

812

3,342
3.611
6,921

6.. 593

249

6,659

2,488

1.942

626

2.174
2.128
4.276

3,486

154

3,466

Route 5. District IV

July. 1928 July. 1929

Sun. Mon. Sun. Mon.

Station liH'atiun 15 16 14 15

Altamont at R. R. Sta 5,971 3,020 7,075 3,556

Livernwre E. of Cy. at Je. C.R. to

Uvermore. E. on 5 2.607 1.778 7.632 4.306

S. on C.R 6.963 3.883 2.768 1.716

W. on 5 4.364 2,106 4,865 2,608

Santa Rita Inn Jc. C.B. to Pleas-
anton,

E. on 5 5.308 3,110 7.122 3.473

S. on C.R 1,004 642 1.354 733

W. on 5 6.041 3.428 7.879 3.761

Dublin Jc. C.R. to Martinez.

E. on 5 6.603 4.0.S9 7,239 3.398

X, on C.R 2,601 90S 2,467 721

W. on 5 7.617 3,197 7,977 3,456

Dubhn Jc. C.R. to Xiles.

E. on 5 7.557 3,198 8,033 3.492

S. on C.R 882 292 1.093 349

W. on 5 7.588 3.134 8.135 3,480

Hayward Jet, with Castro Valley Rd.,

E. on 5 7.404 2.672 10,332 4,521

X. W. to Castro A'alley 8.352 3,185 2.730 1.569

S. W. on 5 997 573 7,601 2.943

At Alameda Co. Hospital 9.484 3.669 9.266 3.543

Hayward S. of Cy. Lts S.284 3.554 7.722 3.856

Xiles X. at Hotel Belevoir 9.171 3.139 6.598 3,147

Mies at Jc. Xiles Canyon Road.

N. on 5 6.345 3.478 6,397 4.494

E. no C.R 2.793 1,149 2.590 1,367

S. on 5 5.887 3.428 5.901 4.476

Xiles S. of Cy. at Jc. C.R. to
CenteiTille.

X. on 5 5.635 3.4.S7 5.031 3.404

W. on C.R 2.036 1,801 2,333 1,879

S, on 5 3,963 2,098 3,596 2,089

Mission San Jose Jet. C.R. to Liver-
more.

X. on 5 3.931 1,483 3,316 1,317

N. on C.B 1,845 1.056 2,064 1.116

S. on 5 5,619 2.427 5,118 2,306

9 Ml. X. of San Jose Jc. C.R. to
Centerville,

N. on 5 4,903 2.022 5,377 2,196

X, W. on C.R 6.355 2,292 9,001 3.990

S. on 5 11.265 4.316 14,370 6.187

5 Mi. N. of San Jose 13.384 6,019 14.885 6,284

San ,Tose X. of Cy. at Jet. with

Gish Road 9,945 5.014 10,308 5,226

San Jose W. of City at Sanitarium 11.015 8.961 12.241 10.031

Los Gatos X. of City 6.765 2.995 3.914 5.31G

Los Gatos S. of City Lts 11.715 4.042 10.579 3.812

Santa Clara-Santa Cruz Co. Line 9.749 2,899 8,678 2.680

Santa Cruz. N. of City 8.254 2,668 7,296 2,888

Route 6. Sacramento to Woodland Junction
District X
West of Sacramento, \\'. of I'nder-

pass 6.131 4.528 5.628 4.132

Davis E. of Cy. Underpass 4,794 3,458 4,978 3,831

Woodland Wye Jc. Rt. 7 W. to
Benicia and X. to Woodland.

E. nn 6 4.951 3.509 4.645 3.440

W. on 7 4.465 3.003 4.160 3.038

N. on 7 2.666 2.188 2.071 2.130

Route 7. Tehama Jc. to Benicia
District X

Benicia X. of City 779 444 3.466 2.03S

Cordelia .Tct, Rt. 8 to Xapa.

S. on 7 801 462 3.434 2.089

W on 8 5.169 2,973 584 377

E. on 7 5.692 3,271 3.442 2.377

CordeUa Jc. C.R. to Suisun.

\V. on 7 5.581 3.389 3,232 2.005

E im C.R 2.038 951 826 537

X. on 7 4,040 2.506 2.274 1.602

Fairfield K. of City 5.418 3,304 4.458 3.032

Dixon S. of Cit.v 4.437 3.048 3,9,58 2,844

Woodland Wye Jet. Rt. 6, W. on 7 4.465 3,003 4,160 3,038

E. on 6 4,951 3, .509 4.645 3,440

X. „n 7 2,666 2,188 2,671 2,130

Route 7. District III

Wooilland S. of City 2,615 2.646 3,011 2,468

Woodland X. of Cy. at Browns
Comer Jet. with C.R. W. .V S..

E. on 7 3.072 2.493 2,922 2,843

S. on C.R 294 282 214 205

W. on C.R 1.504 1.269 1,326 1,234

X on 7 1,963 1,572 1,829 1,747

Williams S. of City 1.648 1.322 1.613 1.236

Williams X. of Citv 1.351 1.306

Willows S. of City 1.690 1.836 1.522 1,428

Willows X. of City 2,223 2,351

CALIFOKMA lUGIIWAYS A\l> I'tBLIC WOh'KS

31

July. IIIL'S .Inly, l'.i-J!l

Suii. Mull. Siiu. Mull.

Staticiii loratiDii l,j U; 11 1,")
Orlaiiil lit ..let. with Kt. 47 to

I'liico. on 7 1,827 2.436 1.745 1.585

K. on 47 698 652 842 665

Route 7. District II

IUhI lilutr S. (if tnvn at Head Vr.

BrUlw 1,757 1.!142 1,112!) 1.709

Route 8. Ignacio to Cordelia via Napa
District IV

IVtaliima Vv. liiidw 3.70.'! 917 3,201 856

Sclu-Uville Jet. Rt. 51 to Santa Rosa,

S. on 8 3.733 l.l."i6 2.077 1.315

*X. on 51 2.487 878 3.266 1,012

N. E. on 8 2.119 843 1,774 538

Napa .TuiK'tion .let. Co. Ril. to
Vallejo,

N. on 8 6.961 2.719 7.049 3,029

S. on C.R 9.282 4.016 6.989 3.007

E. on 8 5,260 2,885 *653 *382

Route 8. District X

Cordelia Jet. Rt. 7 (Old) 5.169 2.973

New Jet. Routes 7 and 8 at
CordeUa,

S. on 7 *3,434 *2,0S9

W. on 8 *584 *877

E. on 7 *3,442 *2,377

Route 9. San Fernando to San Bernardino

District VII

Tujunga west of Sunset Blvd 6,114 3,111 5,436 3,214

La Crescenta W. of Penn. Ave..- 6.474 3.317 6.096 3,459

La Canada at School St 7.210 4.065 6,033 3,585

Pasadena E. of Cy. Lts 8.9.54 6,083 12.216 7.793

Azusa W. City Limits 10,670 5.40S 10,708 5,784

District VIII

S. Bd.-L. A. Co. Line 7,678 2,900 Not taken

acet. const.
\V. on 9 2,873 1.539 Not taken

acet. const.
S. W. on C.R 2,274 1.305 Not taken

acet. const.
E. on 9 4,925 2.824 Not taken

acet. const,
fpland E. of Cy. at Jet. C.R.
to Upland.

\V. on 9 2,873 1.539 Not taken

acet. const.
S. W. on C.R 2,274 1.305 Not taken

acet. const.
E. on 9 4,925 2,824 No^ taken

acet. const.
I pland at Euclid Ave. intersection,

\V. on 9 6,289 3,142 Not taken

acet. const.
N. on Eu. Ave 3.932 2,349 Not taken

acet. const.
S. on Eu. Ave 3,405 2.528 Not taken

acet. const.
E. on 9 4,245 2.216 Not taken

acet. const.
S. Bd. \V. of City 5.423 4,186 Not taken

acet. const.

Route 10. San Lucas to Sequoia Ntl. Prk.
District V

San Lucas S. of City at Jet. Rt. 2 110 155 144 171

Route 10. District VI

Monterey-Fresno Co. Line 113 47 148 72

Parkfield .Tet.. W. on 10 170 122 289 112

S. on C.R 64 31 137 46

E. on 10 228 135 212 149

Coalinga S. of City 383 319 690 568

CoalinRa 3 >U. E. at .Tet. C.R. to

Oillields. W. on 10 682 702 726 789

N. on C.R 271 381 479 446

E. on 10 551 587 473 520

Oilfields at Oil King School,

W. on 10 4.30 425 1.167 1.260

N. on C.R 216 232 236 280

E. on 10 215 200 925 982

Kinrs River Bridge 313 319 469 451

Lemoore .Tc. C.R. to Lemoore,

N. on 10 396 370 607 597

E. on C.R 370 385 560 560

S. on 10 375 353 651 607

'Construction under way from Junction to Greenwood Corner.

.Inly. 192S .Inly, 1929

Sun. Moil. Sun. Mon.

Staliim local inn 15 16 14 15

ilanfoi-d \V. of C.v. Lts 1,612 2.025 1.919 2,084

llanford K. of Cy. at Iiiterx Co.
Rils. N. to Klngsliurg & S. to

Corcoran, W. on 10 3,236 3.092 3.621 2,949

N. on C.R 1,825 1,668 2,105 1,666

S. on C.R 1,736 1,582 1,807 1.512

K. on 10 2.493 2,665 2,555 2,244

(iusheii .let. Jc. Rt. 14 N. to Fre
i;. tu Visalia & South to

Tulare, \V. on 10 1,690 1,067 1,665 1.062

N. on 4 2,876 2,318 3,340 2,665

S. on 4 2,545 2.057 3.243 2,478

E. on 4 2.101 1,429 2.087 1,563

Visalia Wye Jc. Rt. 4 W. to Goshen
A; S. to Bakersfleld and Rt. 10
E. to \'isalia,

W. on 4 2,798 2.235 2.912 2,607

S. on C.R 2,412 1,562 2.316 1,649

E. on 10 4,572 3,625 4,545 3,874

VisaUa E. of Cy. at Exeter Jet.,

W. on 10 2,391 2.064 2.327 2,003

S. to Exeter 1.443 1,233 1.224 1,175

E. on 10 1.531 1,141 1,590 1,082

Lemon Cove Jc. C.R. to Woodlake.

W. on 10 1.663 715 1.627 798

N. on C.R 1,035 359 1.032 371

E. on 10 2,133 740 2,127 SO-S

Three Rivers E. of town at .let. C.R.

northerly, W. on 10 1.403 502 1,398 574

N. on C.R 245 102 182 82

E. on 10 1.350 501 3.161 575

Route II. Sacramento to Nevada Line via Placerville

District III

Sacramento E. of Cy. Lts 4,352 2.971 5.026 2.885

Perkins Jc. with C.R. to Plymouth,

W. on 11 3,199 2,423 2.444 1,464

S. E. on C.R 1,276 877 1,332 857

E. on 11 2,910 1.690 2,058 1,247

Folsom W. of Cy. Jet. Pratt Rd.,

VV. on 11 1.945 1,081 1.907 977

E. on C.R 453 222 488 267

E. on 11 1,603 928 1,792 868

Folsom E. of town at High Sell..

N. on 11 967 406

E. on 11 741 388

W. on C.R 227 110

El Dorado Jc. Rt. 65,

W. on 11 1,206 497 1.422 709

S. on 65 260 103 336 179

E. on 11 869 531 1.035 620

Placerville W. of Cit.v 2.175 1.446 2.823 1.433

Placerville E. of City 1.995 1,368 2,435 1,365

Between Riverton and Kyburz 1.112 702 1,549 779

Alpine Jet. ,

W. on 11 465 252 637 359

S. on 23 128 103 117 93

E. on 11 404 306 625 366

Jc. Rt. 38 to Lake Tahoe,

W. on 11 553 324 713 411

N. on 38 301 217 497 293

E. on 11 166 127 183 147

Lakeside at Connolleys Ser. Sta.
Jc. C.R. to Bijou.

W. on 11 208 1.30 188 145

N. on C.R 393 342 460 346

E. on 11 440 34S 561 452

Route 12. San Diego to El Centro

District VII

San Diego E. of Cv. EucUd Ave.

at Cajon Ave Road closed 7.120 4,445

El Cajon W. of Cy. Lts 6.267 4.093 5.124 3.812

At Sweetwater Bridge 1,552 626 2.053 1,362

Jacumba at .Tc. C.R. to El Campo,

W. on 12 1.125 525 1.388 746

S. on CR 487 351 533 208

E. on 12 1.566 854 1.844 940

Route 12. District VIII

On Imp-12-B 1.117 614 1,288 727

El Centro W. of Cy. at Jc. Rt. 26
to S. Bd.,

W. on 12 1,990 1,769 2.843 2,774

N. on 26 2.240 2,477 3.299 3.600

E. on Mulberrj' Lane 733 837 2,191 2.353

S. from Inters 3.133 3.302 4.040 4.117

Route 13. Salida to Rt. 23 at Junction

District X

Sahda Jet. Rt. 4. E. of .let 380 344 421 404

32

CALIFOR.MA HIGHWAYS AM) PI IILIV WORKS

.luly. I'.iJS July.

Sun. M.)ii. Sun.

Station location 1'' 1" 1'

K. of Salida at XcHenry's Jo. C.R.
to MotU'Sto,

\V. on 13 -i-JJ .-i:!.-> 580

S. on C.R 2,l,-,9 1,114:-, 2,117

K. on 13 2.24S 1,!1.S,5 2,lfi.'<

Oakilale W. of City 1,-1'J6 1,1T9 1,742

Mountain Pass Jet. Bt. 40 to
Yu.semite.

S. W. on 13 7.->0 r.i;6 1.204

S. K. on 40 411 214 81!)

X. E. on 13 1.6S4 4:i0 1,356

Sonoia S. of City 2.30! 1,740 2,434

Sonora E. of Cit.v l.S.'O l.Hl 1.884

E. End of Sullivan Cr. Br.,

E. on Br ^-^

N. E. on 13 l.O^Jfi

\V. over Br 1'^^^

Jot. St. Highway A: Bd. to Pine Or.,

E. on 13 660

W. on 13 5^0

S. K. on C.R ''11

Jet. St. Highway & C.R. at Pooleys.

\V. on 13 I'^l^

E. on 1.3 l.«61

S. on C.R l^l

Bt. (.-onlidenee and Bakers Sta._- 71)G 217

Route 13. District IX

7*J Q7 ^7

Jet. Rt. 23 '■' **' ^'

Route 14. Albany to Martinez
District IV

.Vlbauy at Co. Line 21,947 13,830 2G.028

Jet. C.R. to Richmond,

S. on 14 20,958 13.217 25,420

^V on C R 8.7fi0 5'0-18 S.631

X.' on 14 15.890 8.0'-'7 16,934

Jet. Franklin Canyon Rd..

S on 14 — 10.''41 5,089 11.2T6

e! on C.R 2,K29 1.170 2,460

B. on 14 S.782 4,172 9,156

Crockett 1 Mi. S. of City at Jc.
C.R. to Crockett,

S. on 14 2,031 1,342 2.107

W, on (;.R 1.179 1.175 1.152

X on 14 1.929 1.273 1.898

Martinez W. Cy. Lts 1.319 692 1.127

Caniuinez Straits Br 7.084 3,239 7,260

Route 15. Rt. I near Calpella to Rt. 37 near Cisco
District IV

Tkiah N. at .Te. Rt. 1 889 620 1.019

Uliper Lake S. of Cy. Jc. C.R. to
Lakeport,

W. on 15 766 G8S 1,198

S. on C.R 941 892 763

N. on 15 651 498 927

Cuper Lake Je. C.R. to Bartlett
SprinKs.

W. on 15 327 269 404

E. on C.R 303 242 59

S. on 15 48 51 377

Route 15. District III

Iln;; Hollow Jet. Rts. 49 A: 15.

E. on 15 105 58 266

S. on 49 229 104 272

N. on 15 165 90 379

Near Venada Jc. C.R. to Bartlett
Springs,

S. on 15 120 90 103

\V. on C.R 95 ,53 72

E. on 1.5 214 141 215

Williams W. of City 435 494 655

E. of City 458 431 539

Colusa E. of City 802 673 900

Sutter City.

W. on 15 851 681 895

N. on C.R 258 226 309

E. on C.R 373 ,503 366

S. on 15 1.049 899 1.045

Marvsvllle E. of City 1.054 684 1,031

Smartsville E. of Cy.. N. on 15-— 295 178 351

\V. on 15 362

\V. on C.R S5

Grass Valley W. of City 575 322 727

Nevada City E. of City. E on 15-- 344 245 427

Route 16. Hopland to Lakeport
District IV

Hopland at Jc. Rt. 1 776 808 711

1929
Mon.

459
1.572
1.581
1,259

632

220

536

1,618

1.071

619

473

1.071

347
273
390

578
672
171

14.008
5,378

8,848

5,192
1,295
4,273

1,529
1.258
1,315
542
3,244

1.184
566
894

349

34

329

97
66
150
551
477

624
217
4.56
806
6,56
126
1,30
52
410
347

July, 1928 July, 1929

Sun. Mon. Sun. Mon.

Station location 15 16 14 15
Lakeport S. of town at Je. C.R. to
Kelsi-yville,

N. E. on 16 1,494 1,087 1,498 1.206

S. on C.R 1,021 798 960 922

W. on 16 492 289 478 344

Route 17. Roseville to Nevada City

District III

Roseville B, of Cit.v 3.761 2,139 3.601 2.193

Auburn W. of Cy. Jet. Ophir Ruad
& Wise P. H.,

E on 17 1.355 1.808

W. on 17 2.277 1,977

X. on C.R 312 290

Auburn S. of City at S. P. Xing 3.367 1,978 1.955 1.808

Auburn X. of Cv., S. on 17 1.479 796 657 375

E. on C.R 118 72 54 67

B. on 17 1,414 736 623 386

Grass Valley S. of City 1.405 678 1.282 631

Nevada' City S. of City 1.599 1.236 1.909 1.309

Route 18. IVIerced to Rt. 40 near Sequoia
District VI
Merced 1.6 Mi. E. at Interx C.R. &
21st St.,

W. on 18 2,714 2,212 2,598 2,368

E. on 18 2.664 2,326 2,661 2.448

N. on C.R 1,037 768 1,469 1,419

Merced 12 Mi. E. at Inter.x C.R. to
Le Grand,

W, on IS 1,774 1,165 1,848 1,296

S. on C.R 101 63 107 69

E. on 18 1.919 1.207 1.877 1.284

Mormon Bar at Int. with C.R. to
Mormon Bar.

S. on 18 2,418 1,463 2,239 1,435

E. on CR 543 257 368 254

N. on 18 2,407 1.501 2.026 1,328

Briceburg at Bear Cr. Br. on 18- 1.663 999 1.648 1.031

El Portal. Jet. Co. Rd. El Portal.

W. on 18 1.850 1,211

K. on IS 1.819 1.257

W. on C.R 381 3,S7

Route Ifl. Fro.-^ Rt. fl West of Claremont to Riverside
District VIII

Bet. Pomona and Ontario at Chino
Cross Roads,

W. on 19 9,642 6,887 10,674 6,6,50

X. on C.R 179 253 98 147

S. on C.R. to Chino 1.164 1.266 290 308

B. on 19 9,965 6,857 10.546 6,828

L. A. Co. Li. E. Lts. Pomona__- 10.677 7.071 11,733 7.546

East of Ontario E. citv Lts. at Jc.
of New S.B(1-19-I5 wlMi old road.

W. on 19 4.645 3.054

W. on 19 1.090 691

Ontario Cy. Lts.. N. W. on 19 3,563 2,398 3,873 2,274

At S.Bd-Riv. Co. Line 3,922 2,145 4,355 2,673

WineviUe B, of City 4,646 2,649 4,312 2.421

Riverside W. of Cy. near Santa Ana

Riv. Br 6.554 5.500 13,305 5,098

Los Angeles Co. Line E. Cy. Lts.

Pomona 2.534 2,159

Route 20, Rt. I near Areata to Redding via Weaverville
District I

Areata N. of Cy. at .le. Rt. 1 1,647 831 1,388 934

Willow Creek Jet. C.R. to Hoopa.

W. on 20 144 59 127 82

X. on C.R 151 84 135 76

E. nn 20 107 71 169 87

Humboldt-Trinity Co. Line ISO 121 186 86

Route 20. District II

Big Bar vicinity 59 86 88 79

Weaverville 3 Mi. South 122 133 1.S4 207

Bet. Redding and Tower House.- 310 208 259 415

Route 21. Rt. 3 Nr. Richvale to Quincy
District III

Richvale Wye 38S 318 449 358

Oroville W. of Cy. at Jet. Marys-
ville Rd.,

X, on 21 1,790 1.722

W. on 21 1.067 1.026

S. on C.R 827 598

Oroville E. of City 1.149 707 1.510 1.142

Bidwell Bar Br 397 130 599 223

CALIFORMA III dU WAYS AXD I'iJiLIC WORKS

33

.Idly. I'.IL'S .Inly, IV

Sun. AIoii. Sun.

Station location l."> Hi 14

Miners Ilaiich. X. on 21 6.')4 1715 S:!7

S. on C.R -MO 1-S.i 2,")2

W. on -n 828 274 1.008

Iti'iiy Creek ISO 68 o2y

Meadow Valley,

\V. on 21 120 10.1 147

X. on C.R ,■>! 7:i 100

E. on 21 78 5(i 179

Onincy 312 261) 552

Route 22. San Juan Bautista to Rt. 32 via Hollister

District V

San .luan Bauti.sta S. of City at

Jet. Rt. 2 2,602 1.525 3,001

Route 22.

Hollister Junction Jc. Rt. 32

District IV

1.130 614

1.065

245
134
362
141

128
111
141
366

699

Route 23. Saugus to Rt. II at Alpine Jet.
District VII

Saugus Jc. «-ath Rt. 4 4.733 2,669 3.896 2.403

ralnulale S. of Cy. Us 2,266 1,421 2,111 1,374

Lancaster Jc. with K. 59 to Xeenach,

S. on 23 1.596 1,363 1,913 1,542

\V. on 59 636 616 690 584

X. on 23 1,224 1.012 1,361 982

L. A. Kern Co. Line 759 518 889 549

Route 28. District IX

Mojave Jet. Rts. 58 and 23,

S. on 23 495 486 S21 569

E. on 58 109 107 lol 90

X. on 23 577 566 624 911

Mojave Jet. C.R. to Bakersfiekl,

S. on 23 986 650 778 619

X. W. on C.R 623 410 393 292

X. on 23 530 349 478 363

Freeman 1 Mi. X. Jc. to Rt. 57,

S. on 23 374 213 415 314

X. on 57 62 28 87 62

X. on 23 385 230 334 439

Kern-Inyo Co. Line 450 230 435 305

Olanclia Jet. C. Rd. to Keeler,

S. on 23 225 160 524 347

E. on C.R 12 10 26 28

X. on 23 323 221 520 347

Lone Pine S. Cy. Lts. Jet. C. Rd.
to Keeler,

S. on 23 864 792 707 606

E. on C.R 51 41 106 109

X. on 23 909 833 750 657

lUg Pine Jc. Rt. 63 to Oasis,

S. on 23 993 648 855 586

E. on 63 68 90 67 70

X. on 23 992 610 817 554

Bi-shop J Mi. X. at Jc. C.R. W.
to Lawn & Dirt Rd. Easterly,

S. on 23 - 1,338 1,069 1.314 1.088

X. on C.R 313 379 324 368

E. on C.R 40 29 22 21

W. on 23 1,062 720 997 732

Leertning Jet. Rts. 40 & 23, on 40 157 216 208 197

on 23 410 335 379 387

Mono-Inyo Co. Line 686 356 652 397

Mono 23-1 239 241 341 307

Bridgeport at E. Cy. Lts 264 307 327 365

On Mono 23-K 263 291 177 122

Sonora Jet., Jet. Rts. IS & 23,

S. on 2.3 76 143 174 190

W. on 13 73 87 37 35

X. on 23 120 195 170 210

District X

S. of Markleeville Jet. Bt. 24, on 23 47 33 60 50

on 24 47 33 41 37

Picketts Jet.. Jet. Rt. 34, E. on 23 153 116 86 63

W. on 34 128 84 90 26

X. W. on 23 121 117 78 38

Jet. St. Hy. & Co. Rd. at Wood-
fords,

S. E. on 23 62 35

X. E. on C.R. to Minden 109 50

X. W. on 23 72 25

Route 24. Route 4 near Lodi to Route 23 near Silver Creek
District X

Lodi Jet. Rt. 4 1.543 1,189

Jet. Rt. 24 & Co. Rd. to lone,

W. on 24 1,890 920 1,892 844

X. on C.R 1.060 369 1.024 392

E. on 24 951 605 1.024 555

653

285

175

117

641

298

654

289

485

292

852

377

418

225

293

151

251

146

10

7

261

149

.inly, r.ijs .liily, I'.i^'.i

.Sun. Mi)M. Sun. Mon.

Station location 15 16 14 15
Bet. San Andreas and Valley

Springs 767 359 897 385

Jet. Rt. 24 & C.R. to Vallicita,

E. on 24 590 312

S. on C.R 168 81

\V. on 24 601 308

Jet. Rt. 24 & Co. Rd. to Murpliys,

S. on 24 533 293

X. on C.R 421 195

E. on 24 732 329

Route 25. Nevada City to Downievllle

District III

Xevada Cy. X. of Cy 382 246

Coraptonrille N. of Cy 289 230

Downievllle Jet. Rts. 25 & 36,

W. on 25 127 121

X. on 36 9 9

E. on 25 166 112

Route 26. San Bernardino to El Centre

District VIII

San Bd. S. of Cy. at X. end of
Santa Ana R. Br.,

X. on 26 2.504 2.200 Xot taken

W. on C.R 3,422 2.422 Xot taken

S. on 26 3,964 3,153 Xot taken

Jet. Rd. to Colton at Interx with
Mt. View Ave. W. of Redlands,

E. on 26 3,494 2,077 4,741 3,344

S. on C.R 1.006 827 962 707

X. on C.R 1.143 817 1,661 1,549

W. on 26 2.714 1,924 4,248 2,806

S. E. of Redlands Jc. C.R. to

Tucaipa. X. W. on 26 2,245 1,630 2,773 2,115

E. on C.R 433 512 588 535

S. E. on 26 1,749 1,2.58 2,224 1,634

At S. Bd.-Riv. Co. Line 1,872 1,223 2,386 1,756

Beaumont Jc. Jack Rabbit Trail,

X. W. on 26 1,522 1,084 2,226 1,390

W. on Jack Rabbit Trail 858 526 1,147 670

E. on 26 2.1.50 1.479 3,051 1.945

Banning W. of Cy 2.130 1,500 2,637 1.913

At Jc. with C.R. to Palm Springs,

E. on 26 946 752 1,115 923

S. E. to Palm Springs 185 131 243 184

X. on 26 1,057 844 1.304 1.040

Coachella S. of Cy. at Jc. C.R. to
Thermal & Mecca.

X. on 26 1,128 1,301 1.088 1.059

E. on C.R 697 751 538 547

W. on C.R 173 357 185 182

S. on 26 706 945 777 701

At Riv.-Imp. Co. Line 608 667 861 766

Westmoreland at R. B. Xing 1,529 1.432 1,586 1,777

Brawley at E. Cy. Lt-*. Jet. with
Western Ave.,

W. on 26 1,869 2.024 2,356 2,596

X. on Cy. St 150 119 130 118

E. on Cy. St 1.799 1.925 2,339 2.569

S. on Cy. St 227 189 167 141

Brawley Jc. S. W. of Cy.,

S. on 26 1,793 1,926 2.591 2,656

X. on Cy. St 1,628 1.812 2.456 2,642

X. W. on C.R 186 199 140 125

El Centro W. of Cy. Jc. Rt. 12- _ 2.240 2.477 3,299 3,600

Route 27. El Centro to Yuma

District VIII

El Centro X. ofCy. at.Ie. C.Il. X.

to Brawley & S. to Cale.vieo.

W. on 27 1,719 2,276

X. on C.R 175 157

S. on C.R 181 171

E. on 27 1.702 2,176

E. of Holtvillc 1,102 1,504

Sand Hills Maint. Sta 492 396

Yuma at SDA Plant Quarantine

Station 1.922 1.666 2.461 1,765

Route 28. Redding to Nevada Line via Alturas

District II

Redding S. of Cy. at .Tc. with Rt. 3 527 567 665 654

Montgomery Creek 260 178 311 300

4 Mi. E. of Pittville at Maint. Sta. 142 98 182 122
Canby 213 181 279 244

5 Mi. N. Alturas at Jet. with Lake-
view Rd. .

S. on 28 3.88 236

X. on C.R 205 138

E. on 28 219 12]

2.671

3,082

140

194

152

185

2,609

3.014

1,616

1,621

604

451

M

CALIFORXIA HIGHWAY,^ AXD PUBLIC WORKS

July, 102S Jvily, 11129

Sun. Miin. Sun. Jlon.

Statinn location 1.') Ki H 15

!■! .Mi. K. of Altuias at Mtce, Sta. 131 78

Ka.st of CtHlarville, 2 Mi 03 57 121 83

Route 29. Red Bluff to Nevada Line Near Purdy's

District II

Red Bluff E. at Jc. lU. 3 652 599 849 573

Teh.-Plu. Co. Line 283 208 468 293

2 Ml. West of Westwood 981 603 1,272 720

Susanville 1 Mi. \V. of town 1,130 584 1,206 662

Susanvlile 1 Mi. K. of town 1,236 1,082 1.589 1.362

12 Mi. E. of Milford at Main Sta. 184 155 203 191
5 Mi. S. of Constantiii at Main.

Sta. 191 143 440 308

Route 31. San Bernardino to Nevada Line near Jean

District VIII

S. Bil. X. of Cy. at Jc. with Mt.
Vernon anil lUgliland Ave..

S. on Mt. V 2,987 2,156 2,968 2,022

E. on Highland 3.760 2,382 3,554 1.82S

\V. on Hlgliland 2.722 1.408 2.487 1,394

N. \V. on 31 2,247 1,313 1.599 1.165

Jet. Rt. 31 with State Street,

X. \V. on 31 2,782 1,541 2,061 1,158

S. on State 703 247 710 285

S. \V. on 31 2.018 1.20S 1,420 1.000

Verdemont Jet. Rt. 31 and Kendall
Dr. C.R.,

N. on 31 2,757 1,706

S. on 31 2,216 1.142

S. on K. Dr 992 724

N. of Cajon Je. C.R. to Swartout
Valley,

S on 31 2.0.39 989 2,331 1,433

W. on C.R 794 179 788 177

W. on 31 1.322 859 1.541 1.161

Victorville S. Cy. Lts 1.400 1.069 1,865 1,455

Helendale 749 593 901 811

S. town limits of Barstow 822 676 934 832

Termo. E. of Cy. Lts 301 210 486 477

Baker 193 160 311 301

Nevada State Line 212 234 277 239

Route 32. Route 2 near Gilroy to Route 4 near Callfa
District IV

Hollister Jo. with Rt. 22. W. en 32 1,217 653 991 724

S on 22 1,130 614 1,065 699

E. on 32 2.014 1,142 1,639 1.291

Pachcoo Pass at Santa Clara-Merced

Co. Line 1.809 998 1,783 1.042

Route 32. District VI

Junction — Jet. C.R. to Gustine.

W. on 32 1,761 984 1,782 1,090

X. on C.R 515 209 485 252

E. on 32 1.398 821 1.522 905

Los Banos. S. P. R. R. Xing

Xear Maint. Yard 2,535 2.373

E. of Los Banos at Je. C.R. to
Dos Palos.

W. on 32 1,737 1,469 2,224 1.808

S. on C.R 724 627 910 852

K. on 32 1.650 1.182 2.145 1,530

Merced-Madera Co. Line at Je. C.ll..

W. on 32 l,6fil 1,281 1.S9.T 1,1.53

X. on C.R 7.54 583 701 528

K. on 32 1.032 814 1,387 778

Califa Jc. Rt. 4 870 695 1.142 818

Route 33. Paso Robles to Route 4 near Bakersfleld
District V

Paso Robles E. of Cy. Lts 1.297 1.317 1.184 1,332

Paso Robles J Ml. E. of Cy. Lts.

on 33 888 901 1,017 944

Route 33. District VI

S. L. O.-Ker. Co. Line 439 256 483 269

Blaeltwell's Cor. .Tc. C.R. to Coalinga
and S. to Taft.

\V. on 33 321 211 40S 334

X. on C.R 25 21 162 303

S. on C.R 93 60 ISO 257

E. on 3,3 263 172 400 379

Lost Hills Intersection of Main St..

W. on 33 411 393 605 642

X. on Main 24 29 31 34

S. on Main 86 95 128 139

E. on 33 399 402 605 603

July. 1928 July, 1929

Sun. Mon. Sun. Mon.

Station location 15 16 14 15
Waseo Jet. Co. Rd. S. to Wasco
ni-ar S. F. R. R. Xine,

W. on 33 345 324 632 58ft

S. on C.R 4S8 556 767 778

K. on 33 470 480 824 712

Famosa Je. lU. 4 268 211 670 524

Route 34. Route 4 near Arno to Route 23 at Picketts Jet.
District X

Twin Cities Jc. Rt. 4 375 287 456 342

NN. of lone Je. C.R. to Michigan Bar.

W. on 34 161 57 179 92

X. on C.R 127 98 136 132

E. on 34 298 165 305 237

W. of .Tackson Jc. Rt. 65 to
Plaeerville.

E. on 34 1.219 957 1.262 956

X. on 65 853 813 875 815

W. on 34 610 298 593 351

Pine Grove E. of town 503 192 595 234

Piekett^^ Je. Rt. 23 on 34 128 84 90 26

Route 35. Peanut to Kuntz

District II

At Peanut 91 39 72 48

Route 37. Auburn to Nevada Line near Verdi
District III

Auburn E. of Cit.v 2.276 1.425 2,147 1.343

Colfax E. of Cy. Jet. Grass Valley
Rd.,

W. on 37 1.774 1.006 953 441

X. on C.R 298 177 285 168

E. on 37 1.683 929 779 439

Emigrant Gap Jet. Rts. 15 & 37.

W. on 37 679 420 1,300 799

W. on 15 145 158 78 79

E. on 37 761 454 1.282 784

Doiiner Lake Camp. W. on 37 923 873 1.266 1,121

Truekee W. of Cy. Je. with R.38 S.
to Lake Tahoe.

W. on 37 1.93? 1.263 2.043 1.080

S. on 38 1,086 779 2,728 1,440

E. on 37 2.747 1,733 2,634 1.358

Truekee E. of Cy. at Jc. with Rt.
38 to Xevada Line.

W. on 37 1.533 863 2,650 1,408

E. on 38 1.384 595 2,1S8 1.030

E. on 37 364 308 456 291

Route 38. Myers to Nevada Line via Truekee River

District III
M.vers Jet. route 11.

X. on 38 301 217 497 292

Tahoe City at Jc. Rt. 39,

S. on 38 3,213 1.693 3,003 2,407

E. on 39 3.401 1.485 2.510 2.236

N. on 38 2.452 1,077 1,982 1,306

Truekee W. of Cy. Je. R. 37 1,086 779 2.728 1,440

Truekee E. of Cy. Jet. with R. 37 1.384 595 2.188 1.030

Calif.-Xev. State Line 1,818 851 3.428 982

Route 39. Tahoe City to Nevada State Line

District III

Tahoe City .Tc. Rt. 38 3.401 1.485 719 390

Xear Hroekway Jc. C.R. to Truekee,

on 39 411 367

State Line 719 316

Route 40. Route 13 near Montezuma to Route 23 near Mono Lake
District X

Mt. Pass Jr. Rt. 13 411 214 819 220

1 Mi. E. of Groveland, on 40 273 224 883 200

Aspen Valley Checking Station.

on 40 198 199

Gentry. Cheeking Station, on 40.. 146 130

Mono 40 A. Jet. with Mno-23-H-- 157 216 208 197

Route 41. District V!

W. of Hume 83 35 199 141

E. of Hume 27 28

Route 42. District IV

.Saratoga Gap at Redwood Park

Gate *64 *45 1.228 299

* Skyline Blvd. under eon.struetion.

CALIFORNIA IIIGII\VA\l<! AND PUBLIC WORKH

Route 43. San Bernardino to Big Bear Lake
District VIII

.luiy. i:i:!S .Inly, i;i:;!i

Sun. iMciii. Sun. Mon.

Station location 1.1 1(! H 1.")

Foot of Waterman Grade 2.957 831 3.S28 1.037

riiu'prest .Ic. ('.It. to Lake Arrow-
lieail.

S. W. on 4.'5 2.202 517 3,175 725

N. K. on C.U 2.136 472 3,033 667

N. \V. on C.R 2(i:{ 10,') 216 82

E. on 43 205 101 216 73

RuiininR Siirings Tark Jet. Cy.
Creek Rd..

i\. on 43 437 178 639 13S

\V. on fy. Cr. Ril 1.30:i 411 9:i,S 3.1!/

E. on 43 1,626 563 1,488 477

W. end of Br. over Big Bear Dam,

W. on 43 1,561 587 1,454 592

E. over Dam 1.528 677 1,458 610

N. E. on 43 1,040 458 784 378

1 Mi. from end of Rt. 43 .let. C.R.
to Pineknot.

W. on 43 366 189 296 201

S. on C.R 446 238 149 112

E. on 43 570 325 325 212

Mill Creek Lower Control, S. Bd. Co.

Jet. Big Meadows, S. to Redlands 402 130 409 141

E. to Big Meadows 230 58 229 53

N. to Big Bear Lake 1S7 86 207 106

Big Bear Lake Desert Route
Jet. E. of Baldwin Lake, N. to

Desert 152 56 141 61

\V. to Big Bear Lake 143 54 121 51

S. on E. side of Baldwin Lake 59 19 34 10

Route 44. Boulder Creek to Redwood Park
District IV

Boulder Creek at Park Line 2.126 1.259 2,311 1,326

Route 45. Willows to Rt. 3 N. of Biggs
District III

Willows, E. of City 631 706 634 742

Butte Cy. W. of Cy., N. on 45-- 382 361 344 333

N. on C.R 148 183 180 125

S. on C.R 486 423 510 509

E. on 15 390 458 513 508

Butte Cy. , 3 mi. E. of Jet. Cliico
Rd..

E. on 4.-. 107 94

W. on 45 257 242

N. on C.R 163 95

S. on C.R 47 98

Cherokee Canal Jet. with C.R. to
Richvale,

W. on 45 46 62 104 82

N. on C.R 61 92 113 122

E. on 45 63 70 88 97

Route 46. Route I near Klamath River to Route 3 near Cray
District II

Weitchpec Jc. Co. Rds 48 56 54 51

Thompson Creek 68 64 45 58

Cray N. of Cy. ,Tet. Rt. 3 405 208 348 202

Route 47. Orland to Chico
District III

Orland E. of City 842 665

Gianelli Bridge on 47 947 529

Chico W. of City, W. on 47 1,326 1,151 1,408 1,130

S. on C.R 431 453 679 620

N. (jn C.R 122 196 378 408

E. on 47 1,589 1,423 1,877 1,634

Route 48. Near McDonalds to mouth of Navarro River
District IV

MeDonald Jet., Rt. 1 275 316 432 278

Booneville. on 48 524 491 649 446

Navarro, 2.3 miles W. of town 427 359 514 346

Route 49. Calistoga to Lower Lake
District IV

N. of CaUstoea at foot of grade--' 1,320 526 1,459 610
lUddletown Jet. Cobb Mt. Rd.,

N. on 49 1,263 691 1,350 877

S. on 49 781 364 1,857 1,182

W. on CMR 1,967 1,071 660 448

Lower Lake Jc. Kelseyville & Lower
Lake Road,

S. on 49 640 431 884 431

E. on LLR 938 720 1.232 774

W. on K. Rd 414 334 531 393

Route 51. Santa Rosa to Schellville

District IV

.July, 1!I2S July,

Sun. Moil. Sun.

Station location 15 16 14

Santa Rosa E. of City 4,160 2,458 4.248

8 Mi. E. of Santa Rosa at Sonoma

Cr. Br. 2,873 1,161 1.608

Schellville Jot., Rt. 8 2,487 878 3,266

Route 52. Alto to Tiburon

District IV

Belvedere .let.. Rt. 1 2,205 l.flfiO 2.035

Rlchniuud to San Rafiiel Ferry No euunt.

Route 53. Fairfield to Lodi via Rio Vista
District X

Denverton at Overhead Xing 671 370 537

Rio Vista at Bridge, N. on 53 1,475

W. Br 1,565 1,177 2,206

S. on C.R 1,453

Walnut Grove at Bridge, W 1,968

E. on 53 1,836

S. over Br 518 391 547

West of Canneries near Isleton-— 3,028 2,164

East End of Isleton Br., W. over Br. 2,218

N. on 53 386

S. on 53 2.447

Thornton Intersection C. Rd..

E. on 53 1,549 1.109

N. on C.R 762 619

W. on 53 1.247 782

Jet. St. Hy. & Co. Rd.. E. on 53. 1,305

W. on 53 1,081

N. on C.R 545

Lodi N. of City 1,258 1,101 1,341

Route 54. Near Michigan Bar to Central House

District X

Central House Jet. Rt. 65 to Placer-
ville & Jackson

W. on 54 284 111 650

N. on 65 322 154 541

.S. on 65 263 133 594

Route 55. San Francisco to Route 5 near Glenwood
District IV

Swimming Pool 9,341 2,486 17,308

Jet. with C.R. to Colma, N. on 55 5,718 1,034 9,725

E. on C.R 2,414 680 3,727

S. on 55 6,019 1,298 11,105

Jc. C.R. to Belmont at Dirt Dam.

N. on 55 3,814 580 5,795

SE. to Behnont 2,488 415 2,709

W. to Half Moon Bay 4,225 708 5,660

Jet. Rt. 55 with Co. Rd. W. to Half
Moon Bay,

N. on 55 5,408

S. on 55 2,187

W. on C.R. to Half Moon Bay 3,395

S.Cl.-S.Cr. Co. Line between Sara-
toga Gap and Route 5 63 27 32

S.Cl.-S.Cr. Co. Line Jet. Rt. 5

& 55 32 16 166

Route 56. District V

S. of Carmel Inters of Carmel Val-
ley and Big Sur Roads 1,575 944 1.972

San Simeon 1 mile S 240 183 296

Route 57. Santa Maria to Freeman via Bakersfleld
District V

Santa Maria N. of Cy. at Jc. ,

Bt. 2 203 96 244

At Inter.\ Rt. 57 & Suey Rd.,

S. on C.R 1.85 122 159

E. on 57 327 134 340

Cuyama Lateral between 2d Cuyama
Xing & Kern Co. Line,

W. on 57 182 50 213

E. on 57 173 .53 199

Route 57. District VI

SLO— Ker. Co. Line 276 87 277

Maricopa W. of Cy 535 353 506

Pentland at RB Xing 383 393 636

Bakersfleld Jet. Co. Rd. N. to Con-
nor,

W. on 57 129 130 193

N. on C.R 43 60 79

E. on 57 S9 75 131

Jet. Rt. 4 90 85 147

2,546
1,012

1,109

371
1.096
1,374

918
1,484
1,298

423

1,760

333

1,932

911

749

402

1,303

273
349
318

5.275

1,825

987

1,887

834
456

834
255
611

1.104
163

69
123

147
338
773

169
80
92
97

3G

CALIFOIiXIA UIGHWAYS AXD PUBLIC WORKS

July, 1928 July. 1929

Sun. Mon. Sun. Mon.

Station location 13 16 14 13

BakersCeld E. Nile & Scliool bouse

Kasterly Cy. Lts 2,116 1,922 2,370 2,089

Bakersfield 10 Mi. E. at Jet. Co.

Club Rd. & lCer.-57-E. on 57-. 1,098 192 1,005 471

Bodflsh at IntX Rt. 57 with Or.
to Caliente,

E. on 57 279 113 270 147

S. on 57 230 97 238 138

S. on C.R 52 24 66 37

Route 58. Mojave to Arizona Line near Topoc via Barstow

District IX

Mojave 109 107 lol 90

Route 58. District VIII

Kramer Kern Co. Line 73 69 84 73

Barstow X. of Cy. at Jc. C.R.,

S. on 58 333 276 376 297

W. on 58 199 175 225 172

N. on C.R 136 95 169 152

Barstow ,Tct. Rd. E. to Standard
Oil Station Back of Harvey

House, N. 446 385 418 454

E. 1.066 978 531 551

W. 75 88 88 171

Daggett Jc. Arrowhead TVail, Old
Trails Hgwy.,

N. 346 291 377 410

W. 756 611 826 681

E. 539 423 570 471

Vicinity Newberry Sprgs 405 334 535 495

Vicinity Amboy 305 270 373 376

Near Bannock Jc. C.R. to Search-
light,

W. on 58 283 224 294 283

N. on C.R 22 19 23 19

E. on 58 194 237 303 299

Needles W. of Cy. Lts 611 471 646 541

Needles 5.7 Mi. S. Jc. to Parker
and Blythe.

S. on 58 294 263 429 414

SW. on C.R 10 41 11 26

N. on 58 310 264 440 435

Route 59. Lancaster to Baileys

District VII

Lancaster Jet. Rt. 23 636 616 690 584

Bailey Ranch 107 92 89 84

Route 60. El Rio to San Juan Capistrano
District VII

Santa Monica Interx Beverly & L.
A. 6C-B Santa Tnez Can-
yon,

W. on 60 25,553 6.294 28.635 11,109

on Bev. Blvd no count 16.611 3,317

E. on 60 29,517 8,547 53,303 22,402

Lomita on Redondo-Wilmington

Rd., on 60. E. of Walnut 10,261 6,842 13,034 8,161

Seal Beach at L. A. -Orange Co.

Une 20,786 8,516 24,332 10,394

Newport N. of Cy 14,759 4,480 16,740 6,040

Newport at Interx Newport-Tustin
Road,

X. on C.R 10.112 3,645 16,645 7,251

E. on 60 13.113 5,545 15,710 6.120

\V. on 60 12,243 5.3U 11,089 4,054

S. on C.R 13,338 5,377 14.104 6.004

At Santa Monica Canyon and L.
A. 60-B, on Santa M. Canyon
Road 25,577 9,876

At Topanga Canyon & L. A.-60B

on Topanga C. Rd 25,152 12,038

At Oxiiard S. of City Limits, on

Ven. 60-A 9,821 3.758

Santa Monica. Interx Beverly

Blvd. and L. A.-60B., Santa, ^ t •!n l

Ynez Canyon, E. on 60 & Th'ur '"july 4 / ^'"^^^ ^^'^^^

Malibu Ranch at Trancas Creek,

L. A. 60-A. Sta. 420 ,Tuly 4, 1929 24,525

Route 61. La Canada to Mt. Wilson Rd. via Arroyo Seco

District VII

Pasaduna at X. Cy. Lts 2.334 468 2.557 602

Route 63. Big Pine to Oasis. District IX
Big Pine Jet. Rt. 23 68 90 67 70

Route 64. Mecca to BIythe. District VIM

July, 1928 July, 1929

Sun. Mon. Sun. Mon.

Station location 15 16 14 15

Desert Center 84 58 84 81

BIythe S. D. A. Quarantine Sta.. 157 119 88 68

Route 65. Auburn to Sonora. District III

Auburn at Wire Bridge, American
River,

N. on 63 264 137 262 116

K. on C.R 131 52 189 66

S. on 65 120 85 344 118

Placerville N. of Cy. Jet. George-
town Road,

X. on 65 198 128 226 177

X. on C.R 48 44 161 117

S. on 65 185 134 292 192

El Dorado S. of City 260 103

Route 65. District X

Central House Jet. Rt. 54 to
Micliigan Bar,

X. on 65 528 408 541 349

W. on 54 518 282 650 273

S. on 65 447 375 594 318

N. of Jackson Jet. Rt. 34, N. on 65 853 813 875 815

E. on 34 1,219 957 1,262 956

S. on 34 610 298 593 351

S. of San Andreas at Sheep Camp 964 641 1,171 624
W. of Sonora, Jet. C.R. to
Jamestown,

XW. on 63 291 228 343 376

SW. on C.R 176 156 368 194

SE. on 63 268 213 155 348

Route 66. Manteca to Rt. 5 nr. Mossdale School — District X
Mossdale Jet. Rt. 5 5.330 3,671 3,611 2,128

Route 67. Pajaro River to Rt. 2 nr. San Benito River Bridge

District V

San Juan Bautista, N. of City at

Jet. Route 2 3,390 1,480 3.697 1,533

Route 68. San Francisco to San Jose
District IV

San Bruno Jet. with Rt. 2 to San

Francisco 3,685 2,581 2.185 1,912

N. City Limits S. S. F 10,006 5.872 7,380 5,369

So. San Francisco at underpass—. 10,097 4,321 10,434 4,840

Burlhigame, Jet. 68 with Broad-,
way, Burlingame,

X. on 68 10,268 4,776

S. on 68 9.261 3.613

W. on Bdwy 2,596 2,060

Route 69. San Quentin Road. District IV
San Quentin Hill 4,450 1,743 4,904 2,333

Route 70. Ukiah to Men. State Hospital

District IV

tTkiah Jet. Route 1 873 960 1,061 1,006

Route 71. Crescent City to Oregon Line. District I

Crescent City N. of town at Malnt.

Yard 902 872 1.053 1.087

At Oregon Une 318 257 462 409

HOW TIMES HAVE CHANGED

(From the Twenty-five Years Ago Column of the
San Francisco Chronicle. )

June 6, 1923— A. H. Pilenburg took the breath of
California motorists by making a run from San Diego
to San Francisco, a clocked distance of 750 miles over
the then existing roads, in six and one-half days. The
previous record had been eight days.

Farmer Brown drove his flivver into town one day
and left it in the public square.

"Here," yelled a policeman, "you can't park your
car there."

"What you got the sign up there for? Don't it say
'Fine for Parking Automobiles?' "

"^. -.^. ..^..^ — . — , .f

f

STATE OF CALIFORNIA j

Department of Public Works |

HEADQUARTERS: PUBLIC WORKS BUILDING, ELEVENTH AND P STS., SACRAMENTO (

C. C.YOUNG Governor

B. B. MEEK Director

Corning De Saules Assistant Director

DIVISION OF HIGHWAYS

CALIFORNIA HIGHWAY COMMISSION

RALPH W. BULL, Chairman, Eureka

J. P. BAUMGARTNER, Commissioner, Santa Ana

M. B. HARRIS, Commissioner, Patterson Bldg., Fresno

JOSEPH M. SCHENCK, Commissioner, c/o United

Artists Studio, Santa Monica Blvd., Los Angeles

FRED S. MOODY, Commissioner, 640 Kohl Bldg.,

San Francisco

GEORGE C. MANSFIELD, Secretary
HARRY A. ENCELL, Attorney, San Francisco

HEADQUARTERS STAFF, SACRAMENTO

G. T. McCOY, Administrative Assistant

L. v. CAMPBELL, Office Engineer

T. E. STANTON, Materials and Research Engineer

FRED J. GRUMM, Engineer of Surveys and Plans

C. S. POPE, Construction Engineer

T. H. DENNIS, Maintenance Engineer

CHAS. E. ANDREW, Bridge Engineer

R. H. STALNAKBR, Equipment Engineer

E. R. HIGGINS, Chief Accountant

DISTRICT ENGINEERS

F. W. HASELWOOD, District I, Eureka

H. S. COMLY, District II, Redding

CHARLES H. WHITMORE, District III, Sacramento

J. H. SKEGGS, District IV, San Francisco

L. H. GIBSON, District V, San Luis Obispo

E. E. WALLACE, District VI, Fresno

S. V. CORTELYOU, District VII, Los Angeles

E. Q. SULLIVAN, District VIII, San Bernardino

F. G. SOMNER, District IX, Bishop

R. E. PIERCE, District X, Sacramento

General Headquarters, Public Works Building,

Eleventh and P Streets, Sacramento, California

DIVISION OF WATER RESOURCES

EDWARD HYATT, State Engineer, Chief of Division

J. J. HALEY, Jr., Administrative Assistant

HAROLD CONKLING, Deputy in Charge Water Rights

A. D. EDMONSTON, Deputy in Charge Water

Resources Investigation

R. L. JONES, Deputy in Charge Flood Control and

Reclamation

SPENCER BURROUGHS, Attorney

EVERETT N. BRYAN, Hydraulic Engineer, Water

Rights

W. A. PERKINS, Investigation of Dams

A. N. BURCH, Irrigation Investigations

CHARLES KAUPKE, Kings River Watermaster

H. M. STAFFORD, Sacramento-San Joaquin Water

Supervisor

GORDON ZANDER, Adjudication, Water Distribution

R. H. JAMISON, Ventura County Investigations

L M. INGERSON, Pit River Investigation

KATHERINE A. FEENY, Chief Clerk

MABEL FERRYMAN, Secretary

S. T. HARDING, Irrigation and Special Investigations

DIVISION OF ARCHITECTURE

GEO. B. McDOUGALL, Chief, Division of Architecture

P. T. POAGE, Assistant Architect

W. K. DANIELS, Deputy Chief of Division

HEADQUARTERS

H. W. DeHAVEN, Chief Architectural Draftsman

C. H. KROMER, Structural Engineer

CARLETON PIERSON, Specification Writer

C. O. PALM, Chief Clerk

C. E. BERG, Engineer, Estimates and Costs

J. W. BUTTON, General Superintendent Construction

W. H. ROCKINGHAM, Mechanical Engineer

C. A. HENDERLONG, Assistant Mechanical Engineer

W. M. CALLAHAN, Electrical Engineer

DIVISION OF MOTOR VEHICLES

FRANK G. SNOOK, Chief

EUGENE BISCAILUZ, Chief of California Highway

Patrol

DIVISION OF CONTRACTS AND
RIGHTS OF WAY

C. C. CARLETON, Chief

DIVISION OF PORTS

Port of Eureka — F. B. Barnum, Supervisor

Port of San Jose — Not appointed

Port of San Diego — Edgar A. Luce

STATE HIGHWAYS IN CALIFORNIA SHOWING THE PRIMARY AND SECOND-
ARY ROAD SYSTEMS AND THE DIVISION OF THE STATE UNDER THE
BREED BILL.

rniMABT KOADS 43 KOnTHERX COrXTIES

HI.

/cniiiiii

1(1

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11

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;ii

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:7

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I'l

l-.ill-l....;. I.I R.illli- l.'i.il 11.111 Lake

Ml

ltiii,|.,-> to U....1.- l.-i iiial Will.lil- S|,li.i;:-

.M

S a H.i.s;. 1.. Slullvilli-

T1I.111..11 1.1 All"

Kihti.l.ll.. L.1.I1

.".4

N.ai Mi.liic.-.ii Hat- lu (Viilial H.ai-c-

.S.iii l-'lalii.i5.li III Rnull- .) Ill W l»al I..1

.Mi

Call.l.'l 1.1 X. l.illl- S. L. 0. Co.

h-

l-ajai.i RiM'i 1" Ui.ulf 2 m-ai San B. nil.. 1;

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S.M TliI., 1 1.. Sill (>.ii.|iliii

•lU

I kl..li K. M.u.lu. il.o S1..I. ll..-|.llal

ruiMAnr boads 13 sorTireBN copxties

Tennini
N'. Line S. L. O. f"n. lo San Dif en
4 N. Line Tulaie Ci. lo Ix.s Ancclos
!> San Frnian.lo lo Son Bernardino
10 W. Line Tulaie Co. to Se<|i
12 San Die^o to El Cenlro
19 Route 9 W. of rlaremont to Riverside
23 Sancus lo N. Line M.mo Co

26 San Bernardino lo El Centra

27 El Centro to Vuma

31 San Bernardino to Nevada Line via Bnrstow
58 Mojave to Colorado River via Barston- and

Needlea
60 Route 2 near El Rio to Route 2 S. of Siu Juaa

CapisI
M Mecea lo Blvthe

TT. H.iimdarv >tono Co. lo Route 23

Pl.<io RiiWe.« lo Route 4 N'. of BakersfieM

Yov-mile Park lo Route 23 al .Mono lyake

San Bernardino End Pavement to Bear Lake

N. Line S. L. O Co. lo Cambria

Santa Maria to Freeman

Lanra«ter lo Bailey

\a <'anada to Mt. Wilson Road via ArrovIT

Se.o

A?ii«.i lo Pine Flat via San Oaliriel

Hie Pine lo 0.isis

\

\

LEOENO

. Primary Eoada
m Secondary Roads

m\\-

*^M(^^, DiTijion Northern and Southern Counties according to Breed B^ '

CALIFORNIA STATE PRINTING OFFICE
SACRAMENTO, 1929

70203 9-29 5750

SEATTI-E PUBLIC UBRAttl

Main Entrance to State Teachers College at San Diego

Official Journal of the Department of Public Works

State of Californicb

OCTOBER

1929

NOV 1 1929

^<m^m^

Table of Contents

Page
Budget Plan has Reduced Overhead Costs — By C. H. Pur cell, State

High way E^igineer 1

The Growth of Motoring in California — By Marshall A. Page, Chief

Clerk of the Division of Motor Vehicles 2

His Job Is To See That Dams are Safe 5

Alturas Banquet Has Novel Menu 6

Taming the Desert Cloudburst 7

California Leads in State Aid to County Highways 8

Signs and Roadside Structures; Necessity and Methods of Control —
By Dr. L. I. Hewes, Deputy Chief Engineer, U. S. Bureau of

Public Roads 9

U. S. -California Join in Traffic Survey 11

Highway Beautifieation as Viewed by Expert 11

Experimental Road Surface Construction — By T. H. Dennis, Main-
tenance Engineer 18

San Diego Teachers College Shows How State is Planning For
Future — By George B. McDougall, Chief of the Division of

Architecture 14

Clippings, Letters and Comment Dealing With State Highways__16 to 18
Lauds Success in Obtaining IT. S. Aid For Bay Bridge and Water

Investigation 18

September Awards Assure Major Highway Improvements 20

Acceptances of Contracts 20

Licensing Forms for Contractors are Now Available 21

Massachusetts Plan for Beautifying Roadsides 22

New Law Will Aid in Keeping Highways Attractive 23

A Plea for Beautiful Highways — By Bay Lyman Wilbur, Secretary of

the Interior 24

September Activities of the Division of Water Resources 25 to 27

Motor Vehicle Division Reports 27

State Highway Work over State 28 to 34.

Highway Bid Openings 34

Water Permits and Applications 35

Award of Contracts b\' Division of Architecture 36

K»as5?a;i5?^

Building Roads Under Budget Plan
Has Materially Reduced Overhead Costs

By C. H. PuRCELi,, State Highway Engineer

IN AN engineering organization siieli as the
Division of Highways, the ratio of expend-
itures for overhead to total expenditures
depends greatly upon the extent to which
work can be )ilanned in advance. The present
system of financing highway expenditures in
California lends itself to an orderly i)lanning
of tlie work as revenue becomes available at
frequent intervals and in amounts that can
be closely estimated in advance.

In financing highway activities from bond
issues, there is the disadvantage that a large
amount of money be-
comes available at one
time without a n y
definite plans as to its
expenditure. It then
becomes necessary to
build up a large
organization, and to
conduct such surveys
and studies as are
necessary to plan the
expenditure of the
funds available. As
the bond fund be-
comes depleted, the
need for such a large
organization de-
creases, but as it is
difficult to break
down such an organi-
zation rapidly, a high
overhead percentage
will result, and the
organization will lose
many of its valuable
employees. When
another bond issue is

passed, all of the work of building up the
organization must be repeated and at a con-
siderable expense to the overhead ratio.

Financing highway expenditures from cur-
rent continuous revenues permits the building
of an organization which can be held down to
a point where it is employed at its maximum
capacity in carefully planning and supervis-
ing the expenditure of the funds available.
This department now prepares a complete
detailed budget for two years in advance
which, Avhen approved by the California High-
way Commission, the Director of Public

OVERHEAD COSTS ARE

LOWEST IN HISTORY OF

STATE HIGHWAY SYSTEM

The state highway overhead percentage is
now at the lowest point since the inception
of the state highway organization in 1910.

The average overhead expense since the
inception of the organization has been 4.85
per cent. During the biennial period be-
ginning July 1, 1927, and ending June 30,
1929, the overhead costs w^ere reduced from
5.38 per cent at the beginning of the bien-
nium to 3.46 per cent at its close.

The Division of Highways is endeavoring
to still further reduce this overhead cost,
and confidently expects to do so during the
current biennium.

The amount added to project costs for
contingencies has been cut from 12 per cent
to 5 per cent during the past biennium.

Works, and the legislature, becomes the official
l)rogram for the biennium. The State High-
way Engineer can then concentrate the entire
organization upon the systematic prosecution
of this program, taking into consideration
seasonal and regional conditions with the
object of obtaining the utmost efficiency. In
the meantime, plans and studies are going
ahead in the development of a budget for the
next two-year period.

An important advantage of the two-year
budget plan is that when the State Highway
Engineer has de-
veloped a budgeted
project to the point
where it is ready to
be undertaken, no un-
necessary delay is in-
volved as the project
already has the ap-
proval of the Cali-
fornia Highway Com-
inission, and with the
approval of the
Director of Public
Works, a contract can
be entered into forth-
with.

Our overhead ratio
is showing the effect
of this system of
])Ianning. At the be-
ginning of the bien-
nium just passed, we
were confronted with
the budgeting and ex-
penditure of the new
revenue available
from the one-cent
gasoline tax, which for the biennium
amounted to over $16,000,000. Consequently,
the greater part of the first year was spent
in adjusting the organization to the increased
activity resulting from this additional reve-
nue, and the increased revenue from the two-
cent gasoline tax. In npite of that fact, the
ratio of overhead to total expenditures for
the biennium was 4.43 per cent as compared
to 4.85 per cent, which has been the average
overhead ratio since the inception of the
organization in 1912. The percentage for
June was 3.46 per cent, and for July 3.16 per

(Continued on ;jage 1-3.)

iJOV

19'

CALTFORMA HIGHWAYS AXD PUBLIC WORKS

The Growth of Motoring In California J

By Marshall A. Page, Chief Clerk of the Division of Motor Vehicles |

C

ALIFORNIA is truly a state on wheels
and the oft-repeated statement that it
is the " motoring ground of the nation"
is no idle boast.

But to the staff of the Division of Motor
Vehicles as to no others has the amazing
growth of the nse of the motor vehicle in the
state been a constant source of wonder. Five
years ago it was predicted confidently that
the "saturation point" had been reached.
But five years has seen an increase of nearly
a million vehicles, and there seems to be no
end.

MAY LEAD NATION

Today we lead every state in the Union in
numbers with the exception of New York and
it is possible that the end of the current year
may find us even ahead of the Empire state.

An ocean view in Orange County on the Coast
Highway.

Figured on a per capita basis, we are far
ahead of any other .state. Our records as of
•June 8()th last show a total fee paid regis-
tration of 1,S59,52:3. This, divided into the
mid-year estimate of the State Bureau of Vital
►Statistics of 4,456,659 poi)ulation for the
state, gives us one car for api)roximately
every 2.4 persons in California.

Excluding every type of vehicle with the
exception of pleasure or ])assenger cars, the
mid-year figure, which is 1,787,961, gives us
one car for ap])roximately every 2.6 i)ersons.
The nearest a])proach to this is our next
door neighbor, Nevada, with one car for every
2.8 persons. New York, our old rival from

Mt. Shasta inspires the motorists along this highway.

point of numbers, is far doAvn the list with 5.5
persons for every car.

ALL COULD "joy RIDe"

Indeed if we were to add all the motor-
cycles, dealers' cars and the exempt vehicles
used by the state, cities, counties and other
l)olitieal subdivisions and by public utilit.y
corporations, it is safe to say we would have
close to one vehicle for every two persons in
California.

Our passenger cars alone could take the
entire ])oinilation of California "joy riding"
and there would be room to take along the
l)oi)ulations of Arizona, New ^Mexico, Nevada,
Wyoming and possibly Idaho as our guests.

Oranges and palms adorn this southern California road.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

r^.

JMore romantic evon than the story of the
ill-fated and short-lived "pony ex])ress" or
the rumblinj^- "Conestojia" wagons that blazed
the trails in the American wilderness of the
west is the story of this amazing growth of
motoring in California.

THE FIRST REGISTRATION

It was on May 5, 1905, barely twenty years
after Gottleib Daimler's invention of the in-
ternal combustion motor that was to revolu-
tionize the world of transportation, that motor
vehicle history began officially in California.
On that date the first car, a White steamer,
was registered by Charles F. Curry, then the
Secretary of State. The registrant was John
D. Sprec'kels, well known California capitalist.
He paid $2 as his fee and was assigned a
number.

The motorist travel.s this causeway as lie approaches
the redwood country.

At that early date there were only about
80,000 such vehicles in the entire world.
Inventors were still struggling with the idea
that the steam locomotive could be evolved
into a practical carriage for individual use.
Steam bicycles were still the dream of many
and many others were wrestling with the prob-
lem of flying, a field of endeavor that had
intrigued the mind of men long before loco-
motives or motor vehicles were thought of.

SIGNS OF PROGRESS

In less than two years after Mr. Spreckels
registered his vehicle more than 10,000 had
been registered. The cars of that era were not
the beautiful creations with their luxurious
appointments and numerous devices for com-
fort and safety of our day. For the most
part they were of the chugging, one-cylinder
type and the duster and goggles were an in-
dispensable part of the motorist's equipment.

l^rf^

The Kern River Canyon offers unique views to the
motorist.

Two or three of these old-timers are still
in our records, having apparently weathered
the vicissitudes of time. The greater part of
them, however, have long since found their
way to the inevitable junk yard.

By 1915, registrations had leaped to 163,795
and motoring was no longer the sport of the
foolhardy. It had become an integral part
of the community life of California. Realiz-
ing that motoring had grown to such propor-
tions as to make registrations a burden on any
existing state department, the legislature
passed a bill introduced by Senator E. S,
Birdsall of Auburn providing for a motor
vehicle department to have exclusive charge
of all such records. H. A. French was selected
by Governor Hiram W. Johnson as the first
chief of the department.

REGISTRATIONS KEEP GAINING

The World War did not retard the growth
of motoring but apparently stimulated it.

Motoring among the blossoms of Santa Clara
County's orchards.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Registrations leaped to 282,440 in 1916, to
306,916 in 1917, to 364,800 in 1918 and to
477,450 in 1919. The million mark was passed
in 1923.

A glance at world motor vehicle statistics
will show California has forged far ahead
of every other part of the globe in motor
ownership. Latest fignres of the automotive
division of the federal bureau of foreign and
domestic commerce show a total of 31,778,203
motor vehicles in the world. Seventy-seven
per cent, or 24,493,124 of these, are in the
United States. And of those in the United
States approximately 2,000,000, or about 8
per cent, are in California.

MANY FACTORS

Many factors are responsible for this phe-
nominal growth. First of all there is Cali-
fornia's matchless climate, a constant lure

The highway along historic Donner Lake is filled
with interest.

to its population to get out of doors. In the
east the motor owner puts his car in the
garage along about the middle of November,
jacks up the wheels, fills the radiator with an
anti-freezing solution and keeps it there until
the first of April.

Not so in California. Aside from its com-
mercial uses, the family car gets just as much
service in winter as in summer. Picnic parties
may be found along any California highway
in December or January on week-end days.
The roads leading to the "snow line" of the
Sierra are crowded throughout the winter with
motorists who drive in an hour or two from
sun-bathed valleys to snow-crested mountain
tops.

In summer almost everybody ' ' goes on vaca-
tion" in California. That means either a
trip to the mountains or to the seashore.

Either can be reached in three or four hours
at most.

LESS DEPRECIATION

California is a lucrative field for the auto-
mobile dealer because cars are used more and
wear out faster as a consequence. Deprecia-
tion, the bugbear of motor finance, is not the
factor in California it is in other states
because the car is used constantly.

That the joys of motoring in California are
being appreciated by residents of other states
is evidenced by the increasing number of
out-of-state cars we register each year. Last
year we issued nonresident permits for 83,506
cars and there were thousands of others that
entered the state for short periods that were
not registered. Up to August 31st, this year,
we had issued 50,917 permits.

LIBERAL POLICY

California has a very liberal policy in con-
nection with the out-of-state motorist. He is
permitted to remain here six months before
he is required to take out a California license.
Under the new law if his six-month permit ex-
pires in December he is not required to take
out the new license until January, an arrange-
ment which relieves him from paying a double
fee.

Something of the amazing use of the motor
vehicle is obtained from the report of the
State Board of Equalization showing total
gasoline consumption in California of
1,101,403,169 gallons for 1928 and 595,288,172
gallons for the first six months of 1929. Tak-
ing 15 miles a gallon as an average would
give a total of 16,521,047,535 motor miles for
1928 and 8,929.322,580 for the first half of
the current year.

(Continued on page 23.)

I AM THE HIGHWAY

I am the liighwa.v ! O'er my polished floors
Is found the way to verdant things outdoors ;
I am the path that circles peaceful grange
O'er tempting hill and towering mountain range:
I am the way to neighbor's yon abode
Where interchange of thought might ease a load,
Or lighten heart, or free a pinioned mind
From all the shackles that enchain mankind.

I am the highway ! Over yonder hill

Where lilts the brook and sings the whippoorwill

Dame Fortune might entrance you with her wile

Or yet enrichen with her golden smile.

Who faros my fashioned path shall keep the pace

That Progress sets in vanguard of the race,

And, daring Fate, restraining cares and fears,

Rides on in triumph with the Pioneers.

Piatt Young in Georgia Highways Magazine.

CALIFORNIA II fO 11 WAYS AND PUfifja iro/.'A'.V

His Job Is To See That Dams Are Safe

To CARRY OUT the provisions of chap-
ter 766 of the Statutes of 1929, Mr.
Georg'e W. Hawley of Berkeley has
been appointed deputy in charge of dams to
administer, under the direction of the State
Engineer, the recent legislative enactment
which places the supervision of all dams, other
than federal dams, within the State of Cali-
fornia, under the jurisdiction of the Depart-
ment of Public Works.

The Jegishition provided in this act is the
most complete and authoritative legislation
relating to the supervision of dams enacted hy
any governmental agency. It provides for
inspection, examination and approval of dams
already constructed, makes mandatory the
approval hy state authority of the plans and
specifications of any dam to l)e huilt, prior to
the beginning of construction, grants the State
Engineer authority to supervise enlargements,
additions, modifications or repairs to existing
dams and provides for the supervision of the
maintenance and operation of dams in so far
as is necessary to safeguard, life and property.

Mr. Hawley has had wide experience in the
engineering design and construction of dams.
Since his graduation from Stanford Uni-
versity in 1913 he has been almost continu-
ously employed in the engineering of storage
projects.

Following his first employment Mr. Hawley
served in the capacity of inspector, superin-
tendent of construction, and later construction
engineer for the South San Joaquin Irri-
gation District. During this period of em-
ployment, Mr. Hawley was in charge of the
preparations of the foundations for and the
construction of the Woodward dam, supply
tunnel and reservoir control. He was then
engineer in charge of construction on the San
Pablo project of the East Bay Water Com-
pany. This project involved heavy founda-
tion, dam and tunnel construction, the cost
of which was about $3,500,000. He also
served as engineer in charge of construction
for the Upper San Leandro project of the
same company. This project involved the
construction of a high dam and the necessary
tunnel diversion and control works. The cost
of this project was about $2,500,000. While
in the employ of the water company he was
engineer in charge of the engineering investi-
gation for an additional water supply for the

Geokge \V. Hawley.

East Bay municipalities. This investigation
included an examination and engineering
study of the many available sources of water
supply and the engineering structures neces-
sary to develop a 200,000 m.g.d. water supply.

Mr. Hawley served as engineer on a water
storage project for the irrigation of about
100,000 acres of land in the Davis-Dixon-
Woodland area. He was employed as con-
sulting engineer for the Port Costa Water
Company, reporting upon the necessary diver-
sion, storage and treatment works to make
the Sacramento River waters available for
domestic and industrial uses in the north bay
area. He has also acted as consulting engineer
for the El Dorado Irrigation District, report-
ing upon the development of a storage project
for that district, and has also advised on
numerous other special engineering investi-
gations.

Wliile employed as engineer in charge of
water supply investigations and construction

CALIFOKXTA IIWHWAYS; AXD PUBLIC WOBKS

for the East Bay Water Company, ^Ir. Ila^v-
ley was att'orded the opportiinitj- and privi-
lege of visiting a large number of the storage
Avorks in California and spent about a two-
month period visiting storage works through-
out the United States.

^h\ Hawley is a member of the American
Society of Civil Engineers and of the Ameri-
can Water Works Association. The announce-
ment by Governor Young of his appointment
immediately met with the hearty approval of
the engineering profession at large.

The act which Mr. Hawley will administer
is a composite act embodying the salient fea-
tures of the many drafts presented by indi-
viduals, engineering groups, municipalities,
irrigation districts, power companies, legisla-
tive bodies, other states and outstanding legal
authorities. The tentative drafts submitted
were seriously and conscientiously analyzed
and studied and many conferences held to
properly and logically discuss the ramifica-
tions of the proposals and to reconcile the out-
standing or major differences of opinion.

The pertinent and outstanding provisions
of these tentative drafts were incorporated in
tlie present act, thus assuring the people of
California that every effort humanly possible
has been exerted to provide legislation ade-
(|uate to thoroughly safeguard life and prop-
erty. The act fully meets with the approval
of all parties who are vitally interested, and
it is in accord with sound engineering, finan-
cial and economic principles. The administra-
tion of the act is vested in the Department
of Public Works, to be administered by the
State Engineer. A satisfactory and success-
ful functioning of the act in accordance with
its intent is in a large measure dependent
upon the aggressive, judicious and reasonable
enforcement of the provisions of the act in
accordance with sound engineering practice
aiul judgment.

Commenting upon Mr. Ilaawley's appoint-
ment. Governor Young said :

"The organic act of the state, designated
as chapter 766 of the Statutes of 1929, is an
act providing for the supervision of dams by
the Department of Public Works through the
State Engineer for the purpose of safeguard-
ing life and property. The act defines the
powers and duties concerning the supervision
of dams, provides for the enforcement of said
supervision, provides penalties for violation
thereof and makes an appropriation for carry-
ing out the provisions of the act. The 1929
legislature, cognizant of the imperative need
of conferring authority and responsibility for
the supervi-sion of dams as to their safety

Alturas Banquet

Has Novel Menu

Tlie following menu, written by John P.
Callaghan, realtor of Alturas, appeared in a
souvenir program at a banquet tendered
members of the California Highway Commis-
sion and members of their party at Alturas
on October 4th :

MENU

sour

Cou.somme is easily removed from the vest or linen
but nobody seems to be crazy about it. Regular
soup, such as cream tomato, has high visibility on
vest and linen, but then it makes extra dishes to
wash and what with folks being careless about soup
spoons, and the like, there will be no soup. Not
tonight.

SHRIMP COCKTAIL FRUIT SALAD

The above are recommended by the Committee as
highly nutritious ! Made entirely from products
grown in Alturas and vicinity, except the shrimp cans.

VENISON STEAKS CHICKEN A LA KING

When you have surrounded your choice of either
or both of the above entries you will agree with the
Committee that the rest of the line-up until you hit
the apple pie a la mode isn't worth a damn except
as scenery, so in order to save printing costs we
aren't even going to set them down here, except to
say that it is the usual stuff like pickles, olives,
mustard and etc. But don't forget to give that
apple pie a heavy play — it is the national dish of
Modoc.

Now that dinner has been served and eaten, it
may be told. It was intended primarily (!) to supply
each guest with a ten-pound hunk of venison mounted
in a fifty-pound block of ice as a souvenir. To supply
this amount of meat the whole Chamber of Commerce
went hunting for a week and didn't kill nothing —
not even a member of the Chamber. So in order to
keep this meal from being a flop it was necessary to
resort to strategy (!). Dock Auble went to see
one of the county's original inhabitants who seems
to know what a rifle is all about. Next day the
following conversation might have been heard with
a dictaphone :

"Well, Dock, catchum meat. Gottnm over Lauer
warehouse right now. Good one. I suppose you have
the tag on the horns and everything. No gotum
tag and no place to put tag. Dock, but awful nice
meat. Eight dollars cheap. Got two little ones you
can have for four dollars for two."

under centralized state authority, initiated by
this office, accomplished the apj^roval of this
desired dam legislation. The future develop-
ment of the State of California is intimately
related with and dependent upon the fullest
economic utilization of the water resources of
the state. The natural stream flow of the
state is approaching exhaustion and the
future water supply will be obtained chiefly

(Continued on page 23.)

CALIFORNIA II 10 II WAYS AND PUBLIC WORKS

Taming the Desert Cloudburst

"Travelers from the valley to Los Angeles by
auto, who wondered why the state was spend-
ing money erecting huge mounds of earth
along the highway beyond Kane Springs, had
the answer given for them in Sunday's storm.

"Practically useless the greater part of the
year, the flood protection system built by the
State Highway Commission proves its worth
in a single day when the wild waters rush
down through gorges and the dry desert
becomes an inland sea

"In former years such an occurrence played
havoc with automobile traffic to and from the
valley on the Salton Sea route. Sunday's
storm, thanks to the protective system, did
little or no damage to the highway. The rail-
road, without such protection, is placed out of
commission.

"People who have never seen it can not
imagine the force and fury of these desert tor-
rents which are created in a minute, rush wildly
on their course, sweeping all in their path, and
disappear as quickly as they start, leaving
costly damage in their wake.

"The highway flood protection system is worth
every cent it cost, even if its only benefit was
to prevent a huge repair bill on the highway.
The fact that it also prevents loss of time in
transporting people and merchandise is addi-
tional justification for its construction."

The above editorial taken from the columns
of an Imperial Valley newspaper paints a
graphic picture of a new system of storm pro-
tection on desert highways in the south that
has had its first test this year. The follow-
ing telegram to headquarters from District
Engineer E. Q. Sullivan, dated August 6th,
also tells a graphic story :

Repeated heavy cloudbursts for past three days
over all desert roads have caused damage on
unimi>roved sections of routes 31. 58 and 64.
Traffic is going through on all these routes. It
will require several weeks to put some sections
of these roads back in first-class condition, but
most of these roads will be in good condition

" lUF"'"

General view of storm protection ditch system.

Upper view, storm protection ditch and bridge over
the ditch as constructed on the highway along the
Salton Sea ; lower view, picture taken from same
location as above after the flood. Note that the
channel has been dug deeper by the water and that
the water went under the bridge without damage to
the highway. Previous to construction of the storm
protection sy.«tem this water would have all crossed
over the highway surface injuring or destroying the
pavement.

again by end of this week. Union Pacific, Tono-
pah and Tidewater and Southern Pacific railroads
are still tied tip by washouts due to these storms.
Damage to our new work where we have installed
storm protection systems is confined to some minor
fill settlements at bridges due to deep scouring of
ditches. All ditches held and carried the flood
waters and the storm protection systems worked
as planned in protection of our new pavements.

The condition which the new system of
protective ditch work was designed to meet is
a difficult one.

The rainfall in the desert area of Riverside,
Imperial and San Bernardino counties is
about five inches per year and usually falls in
two or three localized storms in either winter
or summer sea.son and in cloudbur.st pro-
portions.

The mountains adjacent to the highways
are rocky and barren and have steep slopes,
causing the streams to rise rapidly during
the heavy storms and also to subside rapidly.

At the mouth of the canyon where the
streams' velocity is retarded, due to the flat-
tening of slopes, large debris cones are built
up. and the streams do not follow a defined
channel or otherwise the channels are shifting
from one side to the other of the cones.

The highway following in the valleys
passes over the various delDris cones, and the

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

usual practice was to place dips in the high-
way by depressing the surfaces of roadway
through the various washes.

These dips were not satisfactory, as the
floods M'ould deposit gravel, mud and even
boulders on the highway, or in other cases
begin cutting at the lower edge of the road
and washing out the road.

To overcome these washouts, drainage
ditches are dug across the various washes, col-
lecting the water and conveying it to the
larger control ditches, which then cross the
highway at various locations, bridges being
placed on the highway across these control
ditches.

The ditches vary in size from about 3 feet
wide on small subsidiary ditches to 20 feet
wide and 6 feet deep on the larger controls.
The earth excavated from the ditches is placed
in levees on the lower side of the ditch.

The first work of this kind consisted of con-
structing about 17 miles of ditches and eight

When the storm waters crossed at will.

timber bridges as a drainage system to pro-
tect the 19.7 miles of roadway between Tri-
folium Canal and Salada Wash on Route 26
in Imperial County. This contract involved
moving 216,940 cubic yards of material from
the ditch sj'stem at a cost of $26,755.93, and
the entire contract, with the bridges and inci-
dental features, cost the state a total of $58,-
369.70. This contract Avas awarded to Con-
way & Morrow on ]\Iarch 23, 1928, the con-
tract being assigned by them to the Callahan
Construction Company, who did the work.
The contract was accepted on October 16,
1928.

Under another contract on the Mecca-to-
Blythe highway in Riverside County Geo.
Herz and Company constructed about 23 miles
of ditches and 17 bridges to protect the 22.10
miles of roadway betweeii 9^ miles w^est of
Hopkins Wells and Black Butte. The pro-
tection system involved moving 303,861 cubic
yards of material at a cost of $36,463.32 and
bridges costing an additional $48,084.97, and

California Leads

In State A id to
County Highways

WASHINGTON, D. C— States are help^
ing counties in local road building at
a rate which makes unnecessary the
extension of the federal aid principle to the
construction of by-roads, according to a
bulletin issued by the American Highway
Educational Bureau.

Especial attention is called to the fact that
counties already are receiving from states
more than $118,000,000 annually for use ii
local road construction.

From an examination of reports it appears
that the largest sum going back to counties
in any one state for the construction of local
roads is in California. Here the total turn-
back from license fees and gas tax amounts
to over $13,750,000 annually. When it is
remembered that California's first bond issue
to get road building under way amounted to
only $18,000,000, to be applied over the entire
state, the sum now going to counties annually
as a direct result of that first step shows how
income from motor vehicles for road building,
purposes has been stimulated by the original
jU'ogram. In other words, one good highway
investment is turning back increased capital
for other investments of like character with-
out having to look to bond issues or federal
aid on outer roads.

was done in connection with grading and
surfacing the roadway which the system pro-
tected. The contract was awarded on Sep-
tember 7, 1928, and accepted on July 18, 1929.
In a letter written subsequently to the
August 6tli telegram, Mr. Sullivan further
wrote his impressions of the new sj^stem as
follows :

The slorin protoction system alonf? the Salton
Sea, without (luestion, paid back its entire cost
in this one storm alone. Our past experience
has shown that tlie damage to otxr pavement from
a storm such as occurred on Sunday would far
exceed the cost of the entire protection system
had it not been constructed in advance of the
storm.

If these storm protection systems were only
liartinlly effective they would still be a good pay-
ing investment. In building them we have never
expected that they would work with 100 per cent
perfection, but have expected there would be some
breaks in the various system and some damage.
I am glad to report, however, that there has not
been a single break in our storm protection sys-
tems to date in spite of the very heavy storms in
the past two weeks.

i

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Signs and Roadside Structures;

Necessity and Methods of Control

By Dr. L. I. Hewes, Deputy Chief Engineer, U. S. Bureau of Public Roads *

THE question of eneroacliments on the
highways came before you last Novem-
ber at the Chicago meeting of the Ameri-
can Association. In a paper bj^ Mr. MacDonald
was set forth the general situation. He has
since had compiled, as of January 1, 1928, a
sunniiary of the laws of the several states
which regulate outdoor advertising. There
has also been publicity released by the bureau
on the same subject. Newspapers have given
very kind and important consideration to the
question editorially and otherwise. Periodicals
have also warmly supported the cause of free-
ing our highways of dangerous and distract-
ing signs and annoying advertisements. There
now seems opportunity to come to closer
quarters with this rather important subject.

Rural outdoor advertising is displayed to
attract the attention of persons on public
highways. There is little evidence that the
motoring public desire it but it is inseparablj"
connected with highway operation. There is
nothing to show its real necessity. It has
accumulated at first gradually and later in
certain sections with amazing speed. It was
in the beginning ignored, later tolerated, and
now it must be combated with legislation and
regulation. As has already been stated by Mr.
MacDonald. those that benefit most by the
operatioii of highways are the worst offenders.
]\Iotor and motor supply advertisements are
con.spicuous. Gas and oil signs continuously
spatter your vision. Accessories, parts, and
supplies march over you as you go. Cheaper
hotels scream at you. Eats and drinks choke
you with their loud appeal. You anxiously
round a strange curve to be informed that
there are "Clean Beds 500 Feet." "Bigger
and Better Gasoline at Smith 's ! " Your rocks
are red and white and blue and yellow. You
can not now in many sections escape the dis-
traction and annoyance of outdoor advertising
until you turn into the quiet unimproved side
road.

Improving traffic conditions is essentially
an element of highway operation. Without
creating separate operating divisions the state
highway departments are necessarily develop-

* This paper was presented at the annual meeting
of the Western Association of State Highway Officials,
at Boise, Idaho.

Tlie Division of Highways seeks to set an example
of beauty in its own structures, llie above picture
shows the entrance yard to the district headquarters
in San Bernardino.

ing the operating function. It is a function
of increasing importance. We have, for ex-
ample, seen the growth of the traffic lane idea
and the traffic stripes which are purely operat-
ing devices. We have seen also the painted
school zone warnings ; the crossing warnings
on the pavement ; the refinement of super
elevation, widening of curves, and increased
radii, increased sight distance at curves and
hilltops, flatter crowns and safer guardrail.
These are all elements of operation. So are
the state traffic counts. More so are the cau-
tion, direction, and warning signs recently
standardized by the American Association of
State Plighway Officials. It would seem also
that the outdoor advertising is for the high-
way departments an important element of
highway operation. Outdoor advertising
screams loudest on the most densely traveled
roads. These are the expensive roads built
and maintained and largely operated by the
state highway departments. These are the
roads where the operating job, already dif-
ficult, is growing constantly more difficult.
These are the roads where the states are
straining every effort to improve the con-
dition of travel. These are the roads where
grade crossings must be eliminated with ex-
pensive structures. On such roads we know
the state departments are alive to conditions
of operation. There is constantly better
maintenance — dust is eliminated, detours are
improving, washouts are repaired with con-
vincing dispatch, snow is removed with con-

10

CALIFORXIA HIGHWAYS AND PUBLIC WORKS

stantly iiu-reasinji' efficiency. Yet it is on
these roads that rural advertising thrives and
confuses the driver.

This automobik' driver is distributing-
wealth more constantly and over a wider area
than was ever dreamed of. The advertiser
and the roadside merchant quickly saw the
po.ssible profit.

We are grateful for mueli of the roadside
service. Adequate filling stations on the
highway, for example. ^lany such stations
are notcMorthy examjiles of artistic and
beautiful treatment. However, there is a
•descending scale of merchandising down to
the hideous examples constructed of burlap
and buslies, and surrounded by repulsive ad-
vertising. It is in this connection illuminat-
ing to compare the treatment of the roadside
by those depending upon highway traffic
patronage with the treatment by state high-
way and other officials.

There are notcAvorthy examples of roadside
beautification. State highway departments
have ])lanted shrubs and trees. Massachusetts,
Pennsylvania and California are noteworthy
exami)les. States are also establishing beauty
spots and state parks. State laws that pro-
hibit outdoor advertising within specified dis-
tances of parks and playgrounds evidence an
underlying desire to be free of the ugliness of
it. But, the outdoor advertiser is aggessive
and even bold. He has not hesitated to appro-
priate highwav o]ierating words such as
STOP, DANGER, TURN, etc., for his own in-
sistent purposes. He has used the U. S. route
numbering too. A pickle prince planted his
number on the historical battlefield of
Fredericksburg. Such actions are in strange
contrast to the efforts of the state highway
de]iartments to serve the owners of the high-
way— the motoring public now pays the bills.

An examination of the fifty typed pages of
the state laws throws much light on outdoor
advertising. There has been considerable prog-
ress. Forty-two states have specific statutes
relating to the subject. Many of the laws are
new but too many reflect conditions of the
horse drawn vehicle days.

There is in the legislation much variation.
No state absolutely prohibits the display of
advertising within public view of the high-
ways.

There is, in many laws, an interesting note
of caution. One gains the impression that
advertising along the road has acquired a
vested right ; that although it is objectionable
and even dangerous, it must be dealt with
most carefully. In fact one state makes it a
misdemeanor to remove advertising signs from
the right of waj'. Recent legislation is ob-

viously the result of motor traffic; it tends to;
be more stringent in the older states when'
traffic is densest.

Outdoor advertising may be classified for
convenience as owner advertising on the pre-
mises, legal advertising by public officers, dis-
play by advertising firms, display by other
advertisers (not on owner's premises). Al-
most universally the property owner is pro-
tected. The advertiser must, under penalty
of fine, obtain the property owner's consent
and usually consent from the county or town
official. The owner may also almost univer-
sally display advertisements for his own
product or land — only in limited instances is
he restricted.

There is almost uniform recognition by the
several states that the right of way of highway
is forbidden ground to all except legal ad-
vertisements. Yet there are several excep-
tions that permit regulated display within the
highways. The state highway departments
have had also to remove many signs from the
state highway (the elusive tin sign however
sneaks over the road fence to colonize on the
barbed wire property line !

There is, in the newer laws, a marked evi-
dence of the recognition of danger at curves
and at railroad grade crossings. Many state
laws forbid signs along the highway within a
distance varying from 300 to 1000 feet of such
crossings. Some states weaken, however, and
permit legal officers to tolerate signs even
within the danger limit when judged not ob-
structive to view. This tolerance is char-
acteristic of the caution in many laws. Ob-
viously a driver needs his whole attention on
the road and crossing signals when approach-
ing a grade crossing. Any advertisement may
distract him. Similar provisions, with similar
exceptions, apply to highway intersections
and sharp highway curves. The incongruity
of a warning flash displaying advertisement
in the right of way is similarly obvious and
yet several states, apparently to escape the
cost of installation, permit such warning sig-
nals— when authorized.

It would seem that highway officials could
demand that the rural right of way be entirely
free of any outdoor advertising whatever. To
eliminate further the advertising nuisance,
wider rights of way would help. Where such
wider ways can not be secured, a "set back"
line inside the ])roperty would help eliminate
dangerous, distracting, and disfiguring signs.
A combination of set back lines, say one hun-
dred feet from the center line, and a re-
striction as to the maximum size of any out-
door advertising would markedly reduce the
nuisance.

(Continued on page 12.)

CALIFORNIA HWIIWAYS AND PUBLIC WORKS

11

U. S. -California Join
In Traffic Study
To Show Density

ON Septoniber 2d the state-wide coopera-
tive survey, initiated by the U. S.
]5ureaii of Public Roads and joined by
the Department of Public Works began. This
work is to last one year, covering 120 dif-
ferent localities throughout the state. The
purpose of the Bureau of Public Roads in
initiating this survey is to obtain authentic in-
formation as to the density of traffic through-
out the six Avestern states. Nebraska is in-
cluded in the survey for comparison with the
central states' condition.

In the scattered districts, twelve 8-hour
counts during day periods and one night
count will be taken. In the Los Angeles terri-
tory twenty-four 8-hour counts and one night
count will be taken. The Los Angeles district
includes Ventura, Saugus, San Bernardino
and Anaheim. A count will also be made be-
tween Los Angeles and San Diego and at
Jacumba, El Centro, Coachella, Banning,
Victorville, Barstow and at other locations in
the vicinity of Mojave and Bakersfield.

The original plan of the Bureau has pro-
vided for only 48 stations, in conformity with
the work in other states. The Division of
Highways has added sufficient other stations
to furnish as complete information as possible
for use in our study of traffic needs through-
out the state.

The study has been undertaken in order
that the federal government and the western
states may know what the tlow of traffic is
throughout the year on the main transconti-
nental highways and on other roads in the
federal-aid highway system in the west. In
addition to California the highway depart-
ments of Washington, Oregon, California,
Idaho, Nevada, Wyoming, Utah, Arizona,
Colorado, New Mexico and Nebraska will join
in the traffic survey which will extend over a
period of one year.

Among the routes on which traffic will be
measured are the historic Oregon Trail, over
its entire length from Omaha to Portland,
parts of the Santa Fe and Overland trails, and
the long-distance motorbus routes from Omaha
to Denver, Salt Lake City and San Francisco,
and from Denver to Los Angeles by way of
Santa Fe, and from Seattle to Los Angeles.

The transcontinental highways which give
easy access to national parks and monuments
and to national forests in the west carry a
great and increasing traffic from the east and

HIGHWAY BEAUTIFICATION

AS VIEWED BY EXPERT

By John H. Bateman, Research Professor of High-
wMy Engineering in the Louisiana State University

Rural highways should be designed and their
environment developed to make them pleasing
and interesting, capitalizing all the adjacent
roadside scenery that may be available by
developing and revealing it so that it will be
readily seen and thoroughly appreciated. This
involves not simply the ornamental plant along
the roadsides but also the occasional removal of
trees obstructing desirable vistas, the removal
of unsightly objects, the obliterating of the road-
side dump and the billboard nuisance, and a
reasonable control of public service utilities in
the erection of poles, stringing of overhead
wires, and butchering of the roadside trees.

middle west, and they pass through public
land states which have large percentages of
unappropriated and unreserved public land,
relatively low densities of population, and
comparatively small revenues for road con-
struction, and in these states federal aid has
been of material assistance in closing gaps in
the through routes.

In these Western States traffic ha-i reached
the point where it is necessary for the states
to know the flow of traffic density, and com-
position on their roads, so that they can plan
their highway systems on a good economic
basis and plan for the removal of snow in
winter.

The survey will show the number of vehicles
using each of the main higliAvays throughout
the year, by days of the week and hours of the
day, and the number of vehicles passing a
given point at certain times of the day. It
will classify the traffic according to types of
vehicles, whether passenger cars, motor trucks,
or motor busses, and the number of passengers
in passenger cars. The importance of cities,
towns, and sections of the state as the source
and destination of traffic will be ascertained,
and the number of vehicles from other states
using the highways, and other information re-
quired by state and federal highway officials,
will be obtained. The data will show popula-
tion trends and will be useful in solving traffic
regulation and safety problems. Surveys will
be conducted simultaneously in each of the
states.

OKLAHOMA — Along highways through bottom land
.subject to overflow, white posts are placed at inter-
vals along the shoulders to indicate the location of
the submerged pavement to drivers desiring to get.
through. Sometimes the 1-foot and 2-foot depths of
water are marked.

12

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

SIGNS AND ROADSIDE STRUC-
TURES; NECESSITY AND ^^
METHODS OF CONTROL

(Continued from page 10.)

Wisconsin has an original '-'set back" pro-
vision for highway intersection protection:

"The triangles bounded by two adja-
cent intersecting higliways and a line
drawn between the points on the center
lines — one thousand feet from the inter-
section of their center lines, are declared
])rohibited ground for the erection of any
danger producing advertising signs,
where such intersection is beyond the
corporate limits of any city or village

Connecticut prohibits signs within 15 feet
of the right of way line. Probably we can,
as far as the rights of way themselves are
concerned, hope for constantly tightening re-
strictions. Those states that now regulate
only with fees and penalties have the power
to be more and more severe and follow the lead
of the others that have taken advanced posi-
tions.

When we consider the details of outdoor
advertising on private property, we find a
more difficult situation. We know that such
advertising interferes with highway opera-
tions, that it mars the scenery, and that at
times it is even dangerous. Wisconsin's "set
back" law is significant. Massachusetts says:
"The Division of Highways shall make rules
for control of outdoor advertising on public
ways or on private property within public
view." Nevada regulates outdoor advertising
on the public domain (as does Utah) and
denies ])ermit on any location which may
measurably destroy the natural beauty of the
scenery or obscure the view ahead or on
curves, etc. Connecticut provides that : ' ' The
Superintendent of State Police may order the
removal or change in location of any adver-
tisement which obstructs a clear view along
any higliway. ' ' Advertising firms must there
also take out a license and furnish a bond and
no advertisement is allowed without specific
permit.

There is sought a certain humor in some
of the state laws. One state, as mentioned,
penalizes the removal of advertising signs
on the right of way.

Obviously our highways are, with respect
to outdoor advertising, in a period of transi-
tion. A campaign of legislation is under way.
There is ample evidence that much is objec-
tionable. To free the highway for operation,

it will be necessary to scrutinize the owner
advertiser more severely. The filling station
must be sufficiently set back to allow the
awaiting vehicle ample room off; the highway.
There are also encouraging reports of pro-
posed set back stores along California high-
ways. There can be indirect pressure brought
to bear on those who persist in defacing the
highways with their owner advertisements ex-
cessive in number and in area, ugly in color,
silly in phraseology, and generally objection-
able. The highways throughout the country
are being equipped with standard warning
and direction signs. These signs are for the
most part scientifically located — they must not
liaA'c a background of confusing miscellany of
extraneous advertising. The condition of our
highways with respect to outdoor advertising
is not yet satisfactory and in many instances
not safe ; the best we can say is that we are
progressing. It is possible that we may pro-
gress faster by organizing publicity. There
are thousands of moving picture houses who
might be willing to display suggestions that
outdoor advertising on the highways is not
wanted. The subject lends itself to the in-
terest of women's clubs throughout the
country. The press is already supporting the
movement for cleaner roadsides. I would
leave with you the thought that there is almost
enough law already scattered through the
books which, if selected from the acts of the
various states, would change the situation
abruptly. It is probably impossible to expect
a law which would involve all the effective
prohibitions and limitations established by
the various states, but the direction in which
we may progress is nevertheless well indicated.
If, for example, we would eliminate all over
the fence signs within 1000 feet of curves,
highway intersections, and railroad crossings,
and license, under bond and regulation, all
other outdoor advertising, eliminate all adver-
tising on public domain and public property,
or that mars the scenery, then free the right
of way entirely of signs, there would be little
left aljout which to complain.

On the roadside merchant, we undoubtedly
must use gentle but insistent pressure. He
probably can be induced to beautify his sur-
rouiidings. He must, without question, be in-
duced to move his business sufficiently back
from the traveled way so that there will be no
interference whatever with the movement of
traffic.

.Tones \v;ks iievtM- an early bird at the office. One
morning liis boss exelainaed : "Late again! Have you
ever done anything on time?"

"Yes, sir," was the meeic, but prompt reply. "I
purchased a car." — Motorland.

CALIFORNIA JIKlIIWAYFi AND PUBLIC WORKS

IS

Experimental Road Surface Construction

By T. H. DenniSj Maintenance Engineer

THE Division of Iliglnvays and the
United States Bureau of Public Roads
liave recently started cooperative con-
struction of a 10-mile exjierimental section of
low cost type of oil-treated road surface on the
Truckee River Highway between Boca and
the Nevada State Line west of Verdi. The

Bureau is also join-
ing in the cost of
maintaining this
•\vork for a 3-year
period. The work is
to be watched closely
during this period
and a careful record
kept of both the con-
struction and main-
tenance methods
and cost, as well as
the service obtained
from the several
combinations
of materials. It is
expected that the information to be secured
will be of material benefit not only to Cali-
fornia with her tremendous highway pro-
gram, but also to all the states with similar
problems who look to the Bureau of Public
Roads for advice. This work should be of
considerable interest to those engaged in high-
way construction and maintenance work and
to producers of asphaltic road materials.
The work is divided into twentv sections,

T. H. Dennis.

each one-half mile in length. Eight of these
sections will be covered with four inches, loose
measure, of three-fourths inch to dust
crushed rock. These eight sections are to be
bound up under traffic during the coming
winter and their treatment by penetration
and sealing with various grades of asphaltic
oil will be taken up next year. The remaining
twelve sections are to be surfaced with three-
fourths inch crushed rock and gravel with
and without fines. This material will be
bound up immediately with various grades of
fuel and asphaltic oils. Two of the oil mixed
sections will be sealed before wdnter. The
sealing of the remaining oil mixed sections
will be determined by their actions under
weather and traffic conditions.

The Truckee River road was selected by
the Bureau as being best suited for the experi-
ment. The location provides a winter climate
Avith snow and frost and a summer climate
fairly typical of a dry region. The traffic of
nearly 1400 vehicles on peak days is sufficient
to be a severe test for the type of road surface.
The road was constructed in 1925. In 1926
part of the section Avas surfaced wath three
inches, loose measure, of crushed rock and a
portion was surfaced with a four-inch thick-
ness of volcanic cinders. This material w^as
oil mixed in 1927. This limited surfacing with
constant maintenance has given fairly satis-
factory service during the past two years, but
it is now disintegrating.

BUILDING ROADS UNDER BUDGET

PLAN HAS IVIATERIALLY REDUCED

OVERHEAD COSTS

(Continued from page 1.)

cent, which indicates that the ratio of over-
head to total expenditures is steadily decreas-
ing.

Our average overhead ratio for the current
biennium will approximate 3.50 per cent.
Using this percentage as compared to the
average overhead since the inception of the
organization of 4.85 per cent, the difference
of 1.35 per cent on our budget of $60,773,490
would represent a saving of $820,542 in over-
head during this two-year period, which will
go into construction work on the roads.

The successful handling of an increased
volume of work and responsibility by the

personnel of the Division of Highways has
been the chief factor contributing to this sav-
ing. It has enabled the absorption of a large
volume of engineering work at a low over-
head cost.

PROTECTING ROADSIDE FLOWERS

The West Virginia Department of Public Safety
is to undertake something new in the line of law
enforcement. Orders have been given to all police-
men and state troopers to lend every reasonable effort
to enforce the law enacted at the recent session of
the legislature against the plucking of flowers along
the highways. The new law, which will be a sur-
prise to many people, prohibits the picking of flowers
within 100 yards of a highway without the written
consent of the owners of the land on which they grow,
and transportation of wild flowers and shrubs is also
prohibited. The law, which was passed at the request
of nature lovers, provides a penalty of $100. — High-
waij Topics.

14

CALIFORNIA HIGHWAYS AND PUIiLIC WORKS

San Diego Teachers College Shows

How State is Planning for Future

By George B. McDougall, Chief of the Division of Architecture

THE State Normal School of San Diego
was established in 1897, and the present
bnikling's to care for about 600 students
uere erected on the 17-acre site. In 1921, due
to added functions, the name was changed to
State Teachers College of San Diego. The
college now has about 1200 students and
althougli some buildings have been added to
the original 1897 group, there are approxi-
mately tAvice
as many stu-
dents as the
present group
of buildings
should accom-
modate, and
t h i s leaves
out of ac;
count the dif-
ference b e-
tween the
character and
methods o f
t h e present
educational
])rogram and
tho ie of the
program as it
Avas in 1897.

in view of
tills condition
the ])roject of
selling- the old
colh»ge and
b n i 1 d i n g a
new one with the proceeds of the sale, and sup-
plemcntnl ai)i)roi)riations, was launched in
-January 192;"). It had been generally ap])roved
beforehand by the State Department of Edu-
cation and when proi)osed met with the unani-
mons appi'oval of the San Diego city govei-n-
ment, the San Diego city school de])artment,
and practically all of the civic and social
oi-ganizations. A bill, modeled u])on the legis-
lation which in former years had authorized
tlie sale of the property of the old Los Angeles
Normal School and the removal of it to a
new site was framed, and was introduced by
Assemblyman Byron Walters of San Diego.
It ])assed the legislature, and received the
Governor's signature on May 22, 1925. Ap-

liO'iK.i; I;. .\1i;JJul:ga[.i,

propriations were not made until 1929 for the
reason that a bond issue, the proceeds to be
used for the ])urchase of the college property,
was not carried until May, 1928. Since that
date strenuous efforts on the part of all of the
state departments concerned and the San
Diego city school department have made it
possible to bring the project to its present
status.

The old college pro])ertv has been sold to
the city of San Diego for $325,000 and Gover-
nor Young included in the 1929 budget the
sum of $375,000, which sums taken together
make a total of $700,000 at present available
for the construction and furnishing of a por-
tion of the new buildings. In addition there
is a $25,000 1929 a])]u-o]u-iation available for
paying a portion of the cost of the construc-
tion of a trunk line sewer to serve a district
of which the college campus is a small part.

A site for the new college containing 125
acres has been donated to the state by the
Bell-Lloyd Investment Company and in addi-
tion Mr. Alphonso Bell, ])resideut of this com-
pany, is donating $25,000 in cash to be used
in beautifying the campus. This total sum of
$750,000 is now being expended on the basis
that the first building of the college will be
ready for occupancy by September 15, 1930.
Contracts have been let for the academic unit.
Drawings and specifications for the library
aiul science unit are ready for bids. Draw-
ings and s])ecifications for the training school,
sho]) and steam plant Avill be ready for bids
by December, 1929. The cost of the buildings
is being kei^t in scale with the character, func-
tions and permanence of the institution.

The Bell-Lloyd Investment Company and
Mr. J. S. Perry, owners of ad.joining property,
are making ex])enditures recfuired to constriict
necessary boulevards and roads giving access
to the new campus from El Cajon boulevard,
which connects the college district with the
city of San Diego, also together with the city
of San Diego for the bringing of an abundant
sui)ply of water to the campus from the city
system.

It is exceedingly fortunate that Mr. Bell
attached to his most generous cash gift the
condition that it be used to meet the require-
ments for a]ii)lying landscaiie architecture to

CALF FORMA llKlinVAYfi A\n PUHLW WORKR

15

Ultimate proposed plan for San Diego State Teachers College.

the campus. While the state recognizes the
necessity of landscape architecture in con-
nection with its institutions, demands for
necessary initial building construction at new
institutions in most cases absorb all the money
that can be made available at the outset and
improvement of grounds beyond entirely
necessary roads and walks to give access to
buildings has to be postponed.

The noted landscape architect, Mr. Mark
Daniels, is in charge of the expenditure of
]\Ir. Bell 's gift ; also of the laying out and
development of the adjoining properties of
the Bell-Lloyd Investment Company and of

Mr. J. S. Perry. This is most fortunate, since
it wdll result in the coordinated treatment of
the campus and of the surrounding very large
properties in accordance with the highest
standards of the art of landscape architecture.
The site of an institution plays so import-
ant a part in its architectural possibilities both
as to plan and design, its practical and
aesthetic aspects, as to make it necessar}^ to
the best results in selecting a site, in addi-
tion to consideration of location, accessibility,
transportation, etc., to take into account archi-
tectural and engineering opinion regarding it.

(Continued on page 19.)

The units outlined in black indicate the portions of
the ultimate plan of the San Diego State Teachers
College to be built from funds now available.

IG

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Governor Young Urges
Highway Safety Campaign.

In a letter to the mayors of various cities
of California, Governor C. C. Young writes
as follows :

The uefossity for this campaign [Highway Safety],
which has my approval and that of the various state
doiiartmeuts concerned with traffic enforcement, is
indicated by the state's traffic record for 1928. Dur-
ing that year 1876 citizens of California, including
217 children under the age of 15 years, lost their
lives in traffic accidents on our streets and highways.
Many other thousands were maimed and injured.

It is my judgment that concerted and continuous
action by public officials, in cooperation with this
statewide and representative group, will greatly mini-
mize the carelessness, recklessness, intoxication and
ignorance responsible for this toll of human life and
limb. It is a fact that California's traffic record can
be favorably compared with that of many large cities
and is less than in many other states. However, the
loss of 1870 useful citizens should challenge the atten-
tion of all communities.

Forty or more statewide organizations have banded
together in the Califdrnia Committee on Public Safety
to reduce deaths and injuries in this state. The com-
mittee plans an educational campaign of thirty-days'
duration, to be followed by a combined program of
adequate and continuous traffic law enforcement stress-
ing certain seasonal hazards.

As you know, California has just establislied a new
State Highway Patrol, created for the purpose of
adding to the pleasure and safety of motor travel in
this state. This new Highway Patrol will whole-
heartedly cooperate in the present educational cam-
paign ; and, as Governor, I am writing to ask if we
may not have your own whole-hearted assistance in
])i'omoting greater safety on our streets and highways,
with a resultant reduction of traffic deaths and
injuries.

Beautify Highway
Approaches to Towns.

Here is some excellent advice from the edi-
torial columns of the Indio News:

The approaches to towns, especially along the high-
ways, give visitors first impressions and these im-
pressions are very apt to remain despite anything they

see after they really get into the town itself. They
argue that if the approach is neat and attractive
the town is apt to be likewise and if the approach
is messy and unkempt, with a lot of hot dog signs,
the town is likely to be just as slipshod. The rail-
roads learned this several years ago and they now
make every effort to keep their right of way not only
clean but in many instances very attractive. Any
one who traveled thirty-five years ago can not help but
remark the difference between the old yards and the

Desert Cloudburst Puts Heavy

Task On Maintenance Forces

On September 18th, one of the desert's
famous cloudbursts broke over Red Rock
Canyon in jMono County about 7 o'clock in the
evening, sending, according to Resident
Engineer Victor E. Pearson's estimate, over
6000 cubic feet of water per second rushing
down this narrow canyon. Due to the fact
that the road was situated in the canyon the
gravel was washed out in places and filled
in at other points. All tralBc was stalled for
about five hours, and would have been tied up
longer but for the prompt action and efficient
work of Maintenance Foreman, John Calla-
way, Ed i\Ionroe, and their crews. These men
worked continuously with the cooperation of
a force of men and machinery from the G. W.
Ellis contract until the road was made safe
for traffic. The crew together with Resident
Engineer Victor Pearson, are to be highly
commended for the spirit of cooperation, devo-
tion to duty and efficient work performed in
this emerofencv.

Radio Set Given

to Prison Camp. '

The Sanger Chamber of Commerce recently
donated a splendid radio set to the prison road
camp, now located on the Kings River lateral.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

17

The following letter was written in appre-
ciation of the gift:

Camp 19,

General Grant Nat. Park, Calif.

September 18, 1929.

Mr. Guy Johnson, Secretary,
Sanger Chamber of Commerce,
Sanger, California.

Dear Mr. Johnson :

Words furnish a poor medium of expression when
it comes to expressing the appreciation and gratitude
of the boys of this camp toward yoiir organization,
esi>ecially so toward Mr. Bacon and Mr. Brehler, for
their activity and generous response in contributing
such a splendid radio set to our camp.

If our "Thank You" sounds rather set, just know
that it comes collectively from 120 men, who by
suffering such denials, have learned that deeper sense
of appreciation.

The impulse of kindness which moved the Sanger
Chamber of Commerce will prove a lasting inspiration
and source of pleasure to those boys who will be shut
in for the winter, and the radio will bring them in
closer contact with the greater outer world, and goal
for which they are now preparing, and to which we
all hope they will go, better and truer men.

The greatest happiness in life comes through the
medium of sprinkling sunshine and happiness for
others. To err is but human, and while these boys
have followed questionable pursuits in life, with the
necessary encouragement and proper guidance they
can be led into a useful and happier life.

The spirit in which this vicinity has received a
Prison Road Camp is most gratifying, and we hope
to build a monument through these beautiful and
inspiring mountains as a testimonial to your con-
fidence.

Mr. Robert A. Rankin, Commissary Clerk, Division
of Highways, Camp 19, will be in Sanger tomorrow
and will call on Mr. Brehler, and in the event the
radio is ready for delivery, he can bring it back to
camp with him.

Again thanking you for your generous contribution,
and extending to the Sanger Chamber of Commerce
an invitation to our camp, that you gentlemen might
have the pleasure of seeing our camp while still in
its early stages of organization.

Yours very truly,

DIVISION OF HIGHWAYS.
By D. M. Lee, Supt.,
Camp No. 19.
General Grant Park,
California.

Non-Skid Surface For
Ridge Route Section.

The following article is from a recent issue
of the Bakersfield Calif ornian :

The State of California will take a hand in taming
the dangei'ous straight-away between Bakersfield and
Grapevine Grade, wet-weather nemesis of hundreds of
motorists during the last decade, it was revealed today
in a mesasge from the ofiice of C. H. Purcell, State
Highway Engineer at Sacramento. Placing a special
nonskid surface over the most dangerous portions of
the 29-mile stretch will begin within the next few
weeks and before the rainy season starts in, Mr.
Purcell stated.

A total of about six miles of the highway will be
made skid proof. The sections to be treated will
include the points where most of the serious accidents
have occurred during past wet seasons, particularly at
the foot of (Jrapevine (irade and farther north in the
adobe sections.

Experts aver that the adobe land surrounding the
highway causes virtually all of the wet-weather acci-
dents. Dust from this land settles upon the highway
and at the fir.st shower, until the road is washed clean,,
this dust becomes the most slippery surface imagin-
able, engineers say.

Literally scores of automobiles have skidded and over-
turned at these points, statistics show, while untold
hundreds have narrowly averted a similar fate. The
accident and death toll, reported to be higher than on
any similar stretch of open highway in the country,
brought the necessity for action to the attention
of the state and the construction which will begin soon
is the result.

"The nonskid effect," Mr. Purcell says, "will be
secured by covering a light application of heavy
asphaltic oil with three-fourths to one-half inch
crushed rock, which is following by rolling. It is
hoped this type surface will tend to appreciably
decrease hazards in this section for some time."

Widening- Work
Wins Commendation.

The Santa Cruz Sentinel comments as
follows :

The California state highway maintenance crew
is doing fine work on widening the highway, especially
at curves on the route between Santa Cruz and Los
Gatos. When the road was built it was impossible to
look far enough ahead to the day when one road
would fail to accommodate the traffic.

New Deal for the
State Highway Patrol.

Says the San Francisco Examiner edi-
torially :

Talking of service. State Highway Patrol Superin-
tendent Biscailuz says :

"In case of emergency, the traffic officers will even
change a tire for a distressed woman autoist."

What a change !

To Ban Rubbish on
New Coast Highway.

The following article appeared in the news
columns of the Venice Vanguard :

Considering the coast highway between Santa
Monica and Oxnard one of the most beautiful sections
of the state highway system, J. A. Stauff, who has
charge of it, today issued a warning against throwing
rubbish of any description on the state's right of way.

"We are determined to keep the highway clear of
roadside litter which is usually to be found where so
many automobiles pass, and will enforce section 150 (a)
of the California Vehicle Act to do it," Stauffer
declares.

The penalty for violation of this section is a fine
of not more than .$500 or not more than six months
in the county jail, or a combination of both.

IS

CALIFORXIA HIGHWAYS AND PUBLIC M'ORKS

Write it California —
Not "Calif." or "Cal."

4 4 IV T OT long ago," said the ''Ukiali Be-
X^ puhlican Press" of August 2,
-^ ^ "Marie Hinton Rea in 'The Press'
liad an editorial pleading for the use of the
]iaine of our state [California] in full, instead
of abbreviating it. The article has since met a
lot of approval, and this week there came to
'The Press' the following argument in rhyme
from Al Utter":

I'm moved now to a.sk, is there anj' good reason
Why "Calif."' and "Cal." shouldn't rest for a season?
And while these are resting let all good scribes try
"California"' to write. And do you ask "Why"?"
"Calif."' (of Bagdad) ! One thinks of a harem,
Ankle-length panties and no place to wear 'em ;
These days of short skirts, eke stockings, if any,
Panties like that would look sweet on — not many.
If you use "Cal." — somewhat better reminder —
("Keep cool with 'Cal,' ") and we did, that is, kind'er ;
But, even at that, Cal is now quite passe ;
California is not, age can't make her that way.

Marking' of Highways
Urged to Aid Flyers.

The following article emanates from Wash-
ington :

Air marking of principal highways as a navigating
aid to flyers was urged in a statement today by Harry
H. Blee. chief of the Division of Airports and Aero-
Dautical Information. Department of Commerce. He
announced that a pamphlet will be issued shortly giv-
ing proper specifications for the suggested markings.

The standard to be recommended, he said, will con-
sist of simple markings involving in each instance the
official route number preceded by the letters "U. S."
in case of Federal highways, or by the state abbrevia-
tion in case of state highways. Wherever practicable,
Blee said, the symbols should be lettered directly on
the pavement, in white or yellow, using characters
from 10 to .30 feet high, depending on the width of
the paving.

Tlie markings, he added, should read from west to
east or south to north, depending on the general direc-
tion of the highway, and should be placed at all inter-
sections and at intervals on each route of not more
than 20 miles.

State Highway Contracts
Show Big Increase.

The following is from the September letter
of the Northern California Chapter Associ-
ated Contractors of America :

A letter has been received in the Chapter office
from the State Highway Engineer Purcell, giving
information upon the total amount of contracts,
awarded in 1928 and also for the first seven months
of 1929.

From the figures below it will be noted that the
contracts awarded prior to August 1st during 1929
total in excess of $12,600,000, while the total con-
tracts awarded during the entire calendar year in
1928 amounted to less than $14,000,000.

Lauds Success In
Obtaining U, S. Aid
For Bay Bridge and
Water Investigation

Under the heading ' ' A Real Achievement, ' '
the Vallejo Chronicle editorializes as follows :

By far the most outstanding accomplishment of the
Young administration thus far — and we can safely
say that it has been marked by accomplishments —
is the successful mission of Dii'ector of Public
Works Meek in Washington, by which California is
promised settlement of two vitally important and
hithei'to vexing questions — the proper advantaging
of state water resources and the Bay Bridge.

It seems to us that the Governor and Director
Meek have gone about this matter in an eminently
proper and businesslike manner. They have aroused
the interest and administrative abilities of our
Engineer President and the President has manifested
his interest by his usual short-cut method of pro-
cedure.

Of the two questions, the Bay Bridge may be the
most spectacular and. in newspaper language, will
certainly make the best "copy." It is of great
importance and the people of the state have a right
to an early settlement. From the standpoint of state
economics, however, the water question is, and always
will be, paramount.

The great valleys and cultivatable districts of Cali-
fornia are semiarid. Pi-oduction and domestic life
depends Tipon the availability of water. Engineers tell
us that there is ample water falling upon the Sien-:i
and Coast Range sheds if all soiirces are develo])e(l
as a part of one comprehensive state-wide plan. They
also tell us that if each applicant is permitted to
develop as he will each separate source, the result
will be probable failure to conserve and utilize the
desired maximum of available run-off. unnecessary
extravagance, and inability to exploit to the fullest
this particular factor among the state's resources.

We projihesy that from this act of the President,
instigated by Governor Young, the greatest benefit to
the state will accrue.

State Highway Contracts Itet During 1928

Roads —$12,497,000

Bridges __ 1,459,000

Total .$13,956,000

State Highway Contracts Let During First Seven
Months of 1929

Roads .$11,445,000

Bridges 1,173,000

Total $12,618,000

The foregoing figures indicate that the State
Department of Public Works is hitting its stride in
highway work as it will be noted that the value of
work let during the seven months of this year is very
nearly as great as the work let during the pntire
twelve months of 1928.

Prosperity is the period when people run up bills
that worry them during a business depression — Detroit
Netvs.

CALrFOKNIA HIGH

ir.iF.s AND pv^^i^^^d^^

19

SAN DIEGO TEACHERS' COL-
LEGE SHOWS HOW STATE IS
PLANNING FOR FUTURE

(Continued from page 15.)

Governor Young- and tlie State Departments
of Education and Finance recognized this,
and the Division of Architecture accordingly
had its proper i^art in the selection of the
site for the new San Diego State College.
This was in sharp contrast to the procedure
used up to this time, where the sites of new
institutions have been selected without the
guidance of architectural and engineering-
judgment.

Upon the selection of the site, a careful
survey to establish both its exact perimeter
and its contours was made by the division,
and was used in making a plot plaii showing
the ultimate group of buildings needed to ac-
commodate 8000 or more students, to which
number the Department of Education esti-
mates the college will grow in the coming
years. The plot plan also determines the
locations for a stadium, play fields, tennis,
hand ball and other courts, a swimming pool
and outdoor theater, and for unobstrusive
parking spaces for students' automobiles. The
landscape architect will coordinate all of these
elements with the campus roads and walks
and with appropriate plantings and lawns
in such a way as to give the largest artistic
values to all the buildings and surrounding
views. Bel-Air boulevard the main avenue
of approach to the college, reaches the campus
at its southwest corner, with the result that
the through trat!ic east and west, which will
be very heavy in both directions, will be
diverted so as not to disturb or interfere in
any way with college work and activities.

The closest cooperation between the Depart-
ment of Education, the institution itself and
the Division of Architecture has characterized
the investigations and labors involved in find-
ing the solution of the problem presented by
this project. Very special interest attaches
to the problem by reason of the fact that it
involves the planning and designing of an
entirely new group of buildings on a new
and undeveloped site and in accordance with
the most recent developments in this state of
the educational unit called the teachers col-
lege.

The institution now provides and as it
develops is to provide for many educational
activities unknown 50 years ago. In addi-
tion to the old liberal arts curriculum, which
remains as the foundation for later profes-
sional and technical studies, there are the
modern collegiate curricula in such profes-

sional fields as commerce, journalism, den-
tistry, social service, accountancy, secretarial
work and the various branches of engineering
and teaching, also in the fields of Romanic
languages, chemistry, history, English, physi-
cal education and art. Other branches will
be added from time to time. In addition the
social and "extracuiTicular" life of the
student body will be an increasingly impor-
tant element in the process of educating as
carried on at the college.

In laying out the plan of the ultimate group
and of the particular buildings to be erected
with funds now available, the Division of
Architecture has cared for all these constitu-
ent elements of this great institution under
the guidance of expert educational judgment
provided by the State Department of Educa-
tion and by the college. All these various
units will ultimately have adequate housing
and be so related one to another in their
positions in the various structures of the
group as to make for a minimum of lost
motion and the highest degree of efficiency
in the conduct of the Institution.

This project may be said to be the hous-
ing of education.

Education has been said to be the embodi-
ment of the genius, the aspirations and the
compromises of a people. It is the outcome of
the history of the people, their temperament,
their traditions and the spirit of their institu-
tions. Educational policies, in the United
States peculiarly, have sprung into being in
response to the demands of the people and the
spirit of the times. The same principle ap-
plies to good architecture, one definition of
which is that it has always been and will con-
tinue to be a permanent historical record of
the culture of the time of its conception and
execution. Because of the complexity of the
fine art of architecture and since it is carried
on on a large scale with great possibilities
of noble effects, it is the most important of
the decorative arts. Decorative art in turn
is fine art applied to the beautifying of that
which his primarily a useful purpose.
Another description of architecture is that it
is the art which so disposes and adorns the
edifices raised by man for whatsoever uses,
that the sight of them contributes to his
mental health, power and pleasure.

The Division of Architecture in solving this
intensely interesting problem is using Cali-
fornia architecture as adapted to our condi-
tions and uses from the lovely Mediterranean
styles, and is endeavoring to record in perma-
nent materials the love of beauty which un-
questionabh^ possesses all our people whether
consciouslv or not.

20

CALIFORNIA HIGHWAYS AND PUBLIC WOKKF^

CAllfORNIA HIGHWAYS AND PUBLIC WORKS

Official journal of the Division of Highways of the
Department of Public Works, State of California ;
published for the information of the members of the
department and the citizens of California.

Editors of newspapers and others are privileged to
use matter contained herein. Cuts will be gladly loaned
upon request.

B. B. Meek Director

George C. Mansfield Editor

Address communications to California Highways and
Public Works, P. O. Box 1103, Sacramento, California.

Vol. 7

OCTOBER, 1929

No. 10

September Awards
Assure Heavy Major
Improvements For
State Highways

A total of nine state highway contracts were
awarded during September by the Depart-
ment of Public Works. These contracts pro-
vide for an improvement of 35 miles of high-
way, and for one grade crossing elimination.
The contract prices total $1,253,638.95. The
following statement showing the contracts
awarded and the improvement that they will
secure :

MOTHER LODE HIGHWAY— A section, 2.7
miles in length, to be surfaced with untreated crushed
gravel or stone, 7 inches thick. This section lies be-
tween Drytown and Amador City, on a recently built
grade and mainly on new right of way. The contract
was awarded to Hemstreet & Bell of Marysville. Con-
tract price, $27,075.

COAST HIGHWAY — A section about 3 miles in
length between San Diego and Oceanside to be
widened with bituminous macadam borders at inter-
vals, together with the construction of timber curbs.
Due to heavy traffic, earth shoulders are diflScult to
maintain next to the pavement, and hence the reason
for using bituminous macadam. The contract was
awarded to the R. E. Hazard Contracting Company
of San Diego. Price, $33,686.

A section 9.6 miles in length between Atascadero
and Paso Robles in San Luis Obispo County, to be
graded and paved with asphaltic pavement. The pave-
ment will be 20 feet in width on a roadbed 36 feet
wide. This section of the Coast Highway lies along
the Salinas River and carries a heavy through traffic.
The improvements will eliminate a number of bad
curves with restricted vision. Steele Finley of Santa
Ana is the contractor. Price, $268,258.50.

Construction of an undergrade crossing beneath
the Southern Pacific tracks near Spence in Monterey
County. The structure will consist of two concrete
abutments with wing walls, and grading and paving
with Portland cement concrete 250 feet of approaches.
This supei-structure will be built by the railroad
company. This subway will eliminate the present
dangerous grade crossing at this place. The contract

was awarded to Triberti and Massaro of Oakland.
Contract price, $24,555.50.

PACIFIC HIGHWAY— A section of highway
about 0.6 of a mile near Mt. Shasta in Siskiyou
County, to be paved with Portland cement concrete
20 feet in width. This constitutes a line change.
The contract was awarded to the Mathews Construc-
tion Company of Sacramento. Contract price, $22,648.

REDWOOD HIGHWAY— A section 11.9 miles in
length between Petaluma and Ignacio in Sonoma and
Marin counties, to be graded and paved with Portland
cement concrete and bituminous macadam surfacing
20 feet wide. This project includes several radical
betterments of line and grade, eliminating a 6 per
cent grade, 300-foot radius curves, and saving some
4000 feet of distance. Unsatisfactory drainage con-
ditions are improved. The contract was awarded to
Hanrahan Company of San Francisco. Contract
price, $536,795.75.

Producing and stockpiling screenings for use later
as surfacing between Smith River and the Oregon
line in Del Norte County, a distance of 35.5 miles.
The contract was awarded to Holderner Construction
Company of Sacramento. Contract price, $35,048.

GOLDEN STATE HIGHWAY (Valley Route) —
A section 5.6 miles in length between Califa and the
northerly boundary of Madera County, to be graded
and paved with asphaltic concrete. This contract
calls for constructing a graded roadbed and widening
the existing 15-foot pavement to 20 feet. Reverse
curves will be eliminated and the road straightened.
This contract was awarded to A. Teichert & Son of
Sacramento. Contract price, $135,636.10.

TAHOE-PLACERVILLE HIGHWAY— A section
in El Dorado County between Bay View Rest and
1 mile north of Eagle Falls to be graded 24 feet wide
and rubble masonry retaining walls to be constructed.
This project is approximately 1.8 miles in length, and
forms a portion of the Truekee-Meyers section of the
Tahoe-Placerville highway. It traverses rugged
granite slopes overlooking Emerald Bay. The com-
pletion of this section will eliminate numerous hazard-
ous curves, steep grades and narrow sections. The
project lies at an elevation of about 6700 feet. The
contract was awarded to Nate Lovelace of Sacra-
mento. Contract price, $179,936.

ACCEPTANCES OF CONTRACTS

Contract of Coolidge & Scott of Adin for con-
structing 3 reinforced concrete bridges across the
South Fork of the Yuba River on the Victory High-
way at an api)roximate cost of $34,500 ; date of
acceptance, September 0, 1929.

Contract of Webber Construction Company of
Crescent City covering the work of surfacing with
crushed gravel between Elk Valley and Smith River
in Del Norte County on the Redwood Highway, about
3.8 miles in length, at an approximate cost of .$26,800;
date of acceptance, September 10, 1929.

Contract of C. W. Ilartman of Bakersfield for
grading and surfacing with crushed gravel, a section
in Kern County on the Walker Pass Route, between
Pentland and the San Emigdio road, 12.3 miles, at an
approximate cost of $96,000 ; date of acceptance,
September 10th.

Contract of Jack Casson of Hayward for applying
a bituminous treatment to the existing surfacing be-
tween Klamath River and the Oregon line in Siski-
you County, a distance of 14.5 miles on the Pacific

CALIFORNIA HIGHWAYS AND PUBLIC WORKH

21

Licensing Forms

For Contractors Are

Now Available

APPLICATION forms for contractors
license under the new law are now
available. Every contractor must be
licensed and to operate without such license
is illegal and any contract which is entered
into without being licensed can be questioned.
Application forms are available at every A. G.
C. office, every Builders' Exchange, in the
office of every city clerk and county clerk in
the State of California, as well as every build-
ing de})artment of every city and at the
Department of Professional and Vocational
Standards, State Capitol, Sacramento.

A conference of representatives of the con-
struction industry with Mr. James P. Collins,
the newly appointed Registrar of Contractors,
was held recently in Long Beach. During

Highway at an approximate cost of .$14,000; date of
acceptance September 10th.

Contract of G. W. Ellis of Gleudale for grad-
ing and surfacing with oil-treated crushed gravel,
between Cottonwood Creek and Diaz Lake in Inyo
County on the Los Angeles-Bishop-Inyo Highway, a
distance of 10.3 miles at an approximate cost of
$113,000; date of acceptance, Sepetmber 16th.

Contract of C. W. Wood of Stockton for placing
a bituminous macadam pavement between Auburn
and Colfax in Placer County on the Victory High-
w-ay, a distance of 13.8 miles at an approximate cost
of $102,000 ; date of acceptance, September 16th.

Contract of Claude Fisher of Los Angeles for con-
structing a bridge over the Santa Clara River and
an overhead crossing over the tracks of the Southern
Pacific Railroad, and grading and paving roadway
approaches about 3 miles north of Saugus in Los
Angeles County, at an approximate cost of $227,000 ;
date of acceptance, September 16th.

Contract of Young Brothers of Berkeley for grad-
ing roadway at Spring Hill just north of Mt. Shasta
City in Siskiyou County on the Pacific Highway for a
length of road 0.7 of a mile at an approximate cost
of $35,000 ; date of acceptance, September 21st.

Contract of Paul M. White of Santa Monica for
constructing an overhead crossing over the tracks of
the Southern Pacific Railroad and a culvert near
Benham in Satna Barbara County on the Coast Route
at an approximate cost of $103,200 ; date of accept-
ance, September 26th.

Contract of Southwest Paving Company of Los
Angeles for grading and surfacing with oil-treated
crushed gravel or stone, a section 7.3 miles in length
situated between Cinco in Kern County and a point
7 miles south of that place on the Saugus-Alpine
Junction Route at a cost of approximately $78,000;
date of acceptance, September 25th.

Contract of Johnson Simpson & Company of Los
Angeles for constructing an overhead crossing over the
Santa Fe ti-acks and a culvert at Irvine in Oi-ange
County on the Coast Route at an approximate cost
of $00.800 ; date of acceptance, September 25th.

this conference the application form, the
license form and other administrative features
were approved by those present.

The application form approved is in strict
accordance with the provisions of the law and
on it ])rovision is made only for the infor-
mation required under the act.

Under the law, Mr. Collins is the registrar
charged with the administration of all pro-
visions of the Contractors' License Law. He
will be required to prescribe the application
form, issue the license, issue renewals, in-
vestigate and act on all complaints filed under
the law, suspend and revoke licenses and
otherwise carry out the law 's provisions. His
main office will be at Sacramento but he will
have branch offices in San Francisco and Los
Angeles.

Commenting on this conference, the Sep-
tember letter of the Northern California
Chapter, Associated General Contractors of
America, says :

"Those who were fortunate enough to be
present at this meeting, left with very great
satisfaction in the knowledge that Governor
Young has appointed a Registrar of Con-
tractors whose experience, qualifications, judg-
ment and personality admirably fit him for
this particular administrative work.

' ' It was very evident that since his appoint-
ment Mr. Collins has given very thorough
study to the Contractors' License Law, and
will administer it in a way which will pro-
tect the industry, but at the same time dis-
courage any unjust complaints against con-
tractors. ' '

CORRECTION OF ERROR

In the September is.sue of California High-
ways AND Public Works, there appeared on
page two a cut captioned "Melones Dam on
the Stanislaus River." The caption was in
error and should have read ' ' Exchequer Dam,
built by the Merced Irrigation District, on the
Merced River."

A quaint law was passed in England in the middle
ages relative to the muddy and rutted highways of the
day. According to the law bushes and trees were
felled for 200 feet on either side of a road to pi'event
the gentle inhabitants of the country fi-om rushing out
and attacking travelers ! The first toll for the main-
tenance of English roads was passed by Edward III
in the fourteenth century.

In the interests of .safe and sane driving we would
point out that you are not so likely to lose control
of your automobile if you keep up your payments.
And buying a closed car is not necessarily saving for
a rainy day.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

This Is Massachusetts Plan

For Beautifying Its Roadsides i

To OBTAIN the best results in roadside
planting, individuals entrusted with
sucli work should have a wide knowl-
edge of vines, shrubs, and trees, says James
H. Taylor, highway landscape supervisor of
the J\Iassachusetts Department of Public
Works, writing on progress in roadside plan-
ning in the August issue of PuUic Roads, a
bulletin of the Bureau of Public Roads, U. S.
Department of Agriculture. They should
know the height and spread of the planting
at maturity, and its possibilities of contrast
in shape, texture, and color with other plant-
ing, and also they should know what the plant-
ing looks like at different seasons of the year,
and when and how to plant and how to care
for all kinds of roadside development, he says :

"We are educating a small army of men
whose primary interest is in the road surface
and whose natural attention is to lines and
grades, 'pot holes' and breaks, tar barrels and
side drains, and interesting them in vines,
shrubs, and trees and the aesthetics of the
roadside," writes Mr. Taylor. "Responses
differ as men differ ; the result is not uniform
but the general tone is one of splendid coopera-
tion.

"Depressions in the road surfaces are
known to the road maintenance man as 'pot
holes.' The roadside developer detects what
may be called pot holes in the highway land-
scape and corrects the situation, sometimes by
filling in and sometimes by removing detract-
ing or barrier material.

"All roadside pictures exist in three parts
— foreground, middle-distance, and back-
ground. The planter must know the dimen-
sional limits and contrastual possibilities in
shape, texture and color; bark, leaf, and
flowers. He must know the spring aspect,
summer maturity, autumn glory, and winter
value ; in other words, he must have a com-
])lete knowledge of growing things.

"Trees carefully planted and cared for
grow but tend to become topheavy with foli-
age. This requires intelligent removal of
enough of the tops to give them a chance to
resist wind pressure, not by mere shortening
of the terminals, which produces four or five
sprouts instead of one, but by the removal of

entire branches, cutting them off at the outer
edge of the collar of the limb. Proper prun-
ing leaves the tree symmetrical.

"In Massaeliusetts, three tree crews are
kept in operation throughout the year, each
crew consisting of a tree agent and three men.
Two of the crews are equipped with a camp
wagon — a small house on wheels — fitted to
house four men comfortably.

"Plantings, in the main, are confined to new
right of wa^^s, since their widths of 60 feet
or more allow greater opportunity for land-
scape development. Such locations assure a
reasonably undisturbed future, but it is a rule
in every case to plant as near the property
line as possible."

The planting procedure, says Mr. Taylor,
is as follows : A blue print showing the right-
of-way lines and road location is sent to the
Palmer station, where the state nursery is
located. The designer makes a study of the
road and indicates the proposed planting on
the blue print. The locations of plants or
trees are then staked and the pits dynamited,
dug, and where necessary refilled with the best
loam obtainable. Tree pits are 3 feet in diam-
eter and 2 feet deep. The planting order is
filled by the state nursery, packed on trucks
and trailers, and set out in the field. A space
3 feet in diameter around each plant is
grubbed and kept free from weeds, and water
is supplied if needed. After the planting is
well started it is given a final inspection and
turned over to the district maintenance forces
for care.

"Trees should have constant and thorough
inspection," says Mr. Taylor, "for it often
hapi^ens that a tree presenting a fair face to
the road is merely a shell from the other side
and is ready to fall with the first strong wind.
Dead trees and limbs deface the picture ; they
are a menace to traffic and should be removed
at once."

Saint Peter scanned the latest applicant for admis-
sion to the pearly portals.

"What did you do on the earth?" he asked.

"I was a truck driver," said the applicant.

Saint Peter jumped several feet into the air. "Open
the gates, boys !" he shouted. "Give this fellow the
right of way."

CALIFOR^'TA HIGHWAYS AND PUBLIC WORKS

23

New Law Big Aid
In Keeping Highways
of State Attractive

GLEANING UP and improving the ap-
pearances of highways is being made
more effective by the State of California
through a law now effective prohibiting fruit,
vegetable and other ])eddlers from using state
highways for the sale of their wares.

This enactment, which is designed to pro-
vide further for the care and protection of
the highways, was added this year by the legis-
lature. The new section of the statute reads
as follows :

"Sec. T^. Any per.son who sells, displays for sale,
or offers to sell any merchandise, fruit, vegetables,
produce, food, or any other goods from any vehicle,
motor trailer, semitrailer, wagon, push cart, stand,
structure, or building standing or situated wholly or
in part on the right of way of any state highway, or
any part thereof, is guilty of a misdemeanor. Nothing
herein contained, however, shall be deemed to pro-
hibit a seller from taking orders for or delivering any
commodity from a vehicle on the part of the right of
way of a state highwa.v immediately adjoining the
premises of the purchaser. It shall be the duty of
all peace officers and state traflBc officers to enforce
the provisions of this section."

HIS JOB IS TO SEE THAT DAMS ARE
SAFE

(Continued from pa^e 6.)

by storage, so that dam building will increase
rather than diminish, both in the size and
number of dams. It is, therefore, imperative
that the responsibility for the supervision of
dams in the state be placed under centralized
authority. I feel that in placing Mr. Hawley
in charge of the supervision of design and
construction of dams the state has secured the
services of a man eminently qualified to carry
on this work, and that every effort will be
made by him in supervising dams to the end
that the people of California may be assured
rigid enforcement of the provisions of the act
making for the saf etv of dams. ' '

PREQUALIFICATION OF BIDDERS

The last legislature passed the law signed by Gov-
ernor Young requiring the licenses of contractors on
public work. The Division of Highways has prepared
a questionnaire for submission to contractors and is
now working out a precedure for prequalification.
This has been done in conjunction with the Associa-
tion of General Contractors of America and the surety
companies' association, the purpose being to work
out a plan that will be satisfactory both to the state,
the contractors and the surety companies.

THE GROWTH OF MOTORING
IN CALIFORNIA

(Continued from page 4.)

The accomi)anying tables show the growth
of motoring by county in California for 15
years. It is interesting to note that not a
single county shows a loss in motor vehicles
although several of the mountain counties
have sutt'ered material losses in i)opulation.
Los Angeles County offers a fairly good ex-
ample of the growth in 15 years, the total in
1914 being 48,099 as compared with 755,775
for June 30, 1929.

January 1, June 30,

County 1914 1929

Alameda — 8,449 133,166

Alpine 9 68

Amador 165 2,246

Butte __ — 1,019 13,756

Calaveras 155 2,301

Colusa 425 4,287

Contra Costa 930 22,734

Del Norte - 56 1,621

El Dorado 154 2,745

Fresno — 4,488 55,351

Glenn 490 5,263

Humboldt 994 13,815

Imperial 1,515 20,709

Invo __-- 187 2,682

Kexn 2,521 33,556

Kings -- - 870 9,289

Lake 168 2,994

Lassen 181 3,942

Los Angeles 43,099 755,775

Madera - — — 343 5,758

Marin 686 10,303

Mariposa __-- 44 }'^'^^

Mendocino __ 463 7,082

Merced 634 13,156

Modoc _-___—- 136 2,414

Mono — ___ — 12 394

Monterev 892 17,247

Napa 687 7,434

Nevada — 169 3,094

Orange 3,761 46,145

Placer 437 8,383

Plumas 98 2,133

Riverside — 2,128 29,251

Sacramento 3,419 43,542

San Benito ______-- 328 4,335

San Bernardino -- 3,198 44,404

San Diego 5,665 70,697

San Francisco — 12.081 142,321

San Joaquin 2,500 36,804

San Luis Obispo --_ 661 11,061

San Mateo — - 1,258 22,161

Santa Barbara 1,796 22,613

Santa Clara 3,941 52,028

Santa Cruz __ 986 13,984

Shasta -- 340 4,833

Sierra 64 750

Siskivou 379 8,093

Solano 848 12,437

Sonoma 1,913 24,785

Stanislaus 1,791 24,287

Sutter 333 5,826

Tehama 428 5,471

Trinitv 30 642

Tulare — 2,412 30,571

Tuolumne 248 3,072

Ventura 1,410 20.601

Yolo 798 9,028

Yuba __ 324 4,908

Totals --123,516 1,859,523

ARIZONA — A proposed new highway recently sur-
veyed through the noi'thwestern part of the state would
reduce by 70 miles the traveling distance between
Kingman and Las Vegas. Nevada, and would connect
with the proposed Black Canyon Dam across the
Colorado River.

24

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

A Plea For Beautiful Highways

By Rat Lyman Wilbur, Secretary of the Interior

WHEN Daniel Boone made his celebrated
trip out to the wilds of Kentucky he
must have gone through a magnificent
forest as he followed the game and Indian
trails. He traveled at a rate slow enough to
enjoy the green fields and the clear streams,
the beautiful animals and the flashing birds,
the bright flowers and the gay butterflies. We
can understand why he brought back those
glowing tales which stimulated the great
migration over the mountains to settle the
Ohio River country.

Now a traveler speeds along on the railroad
or on a fine highway and often is more im-
pressed by the ugly back yards, the smoke-
stained shops and factories, the turbid rivers
and the cheap frame we have built around our
highways than by the beauty of the landscape.
The great forest is gone. In some places we
are trying to get it back again. But nearly
everywhere there could be beaut}^ of plant
and tree and attractive homes and fertile
farms. In many places there is great charm,
but the buildings and other things near the
highways block the vision.

It is like having a cinder in your eye. Even
the Royal Gorge is disappointing to a man
busy with something in his eye. America is
so beautiful, but man has done so many things
to it that it often looks its best after a fresh
fall of about six inches of snow. We have
been in too big a hurrv to cut things down

and to cut them uj), to build fast and without
much thought and to make money witli a rush.

We now have settled up the whole country
from shore to shore and can now quietly go
about the task of making the most of what we
have left and of building for the future.
We can afford to spend some time and effort in
making things look better. Why not stop
living so much of the time in the midst of
bewildering signs, tawdry buildings, weeds,
waste paper and old cans? There is a move-
ment on for attractive wayside stands, har-
monious with their natural surroundings.
Trees are in the nurseries ready to plant,
flower seeds are cheap, exercise with a hoe is
just as healthful as golf, and your neighbor
can enjoy your garden with you if your hedge
is not too high.

Our country has become our common posses-
sion from the standpoint of beauty or lack
of it. A little gasoline takes us wherever the
roads go. If we can all get interested in a
beautiful America we will become a different
people and we can all enjoy again those
natural charms that quietly but effectively
influence our character and thinking. I am
afraid we will have to expect most in this
direction from our children. Too many of the
old folks have become accustomed to disorder
and grime and cheap junk architecture. The
children of today have to live in the world
of tomorrow and they might as well Avork to
make it more livable.

Assistant Superin-
tendent of Highway

Patrol Named

II. Roy Youngblood, undersheriff of San
Joaquin County for the past 18 years, has
been a])pointed assistant superintendent of
the California Highway Patrol. He will*
assume his new duties on November 1st.

The Stockton Record editorializes on Mr.
Youngblood 's appointment as follows :

"The appointment of Undersheriff H. R.
Youngblood to the office of Assistant Super-
intendent of the California Highway Patrol
will meet with the approval and pleasure
of his many friends in San Joaquin County.

"As secretary-treasurer of the California
Sheriff's' Association for several years, Mr.
Yo:ingblood won a high place for himself in
the esteem of tlie peace officers of California.
He has proved himself loyal and efficient in
the ]ierformance of all his duties in connec-
tion with that office and there is every reason
to believe that as assistant superintendent
of the California Highway Patrol, he will add
to the laurels he has won as an official of the
California Sheriff's' Association."

IOWA — I'aveiiKMit projects recently completed have
cost an average of .$26,184 a mile. Costs for various
items were reported as follows: aggregate, 13.2 per
cent ; cement, 22.4 i^or cent ; reinforcing steel, 3.5
per cent; freight. 21.1 per cent; grading. 7.7 per cent;
miscellaneous contractors' costs including profits, 26.2
per cent ; engineering and other charges, 5.9 per cent.

CALFFORNIA HIGHWAYS AND PUBLIC WORKS

25

=(&3j=»J=iSiS3S=i£=fSSe=l&:a=S=S!=a=[&^^

Irrigation

Dams

Reclamation

Flood Control

Review of September Activities

In the

Division of Water Resources

Edward Htatt, Chief of Division

Water Rights

Snow Survey

Water Resources

Investigation

River Flow

IRRIGATION DISTRICTS

The revision of the Califoi'nia Irrigation District
Laws to conform to the amendments made by the 1929
Legishiture has been completed and is now in the
hands of the State Printer.

In the matter of the reqpest of the Bnena Vista
Water Storage District for the validation of its bond
issue in amount of $942,731.11, action of the Cali-
fornia Bond Certification Commission has been with-
held pending certain adjustments to be made satisfac-
tory to the State Banking Department.

The California Bond Certification Commission has
concurred with the State Engineer in his recommenda-
tion that the request of the Ladera Irrigation District
for the approval of a bond issue in the amount of
$200,000 be denied.

The California Bond Certification Commission has
acted favorably upon the request of the Nevada Irri-
gation District that the district be permitted to expend
from its construction fund .$6,201.26 for emergency
work in the district.

DAMS

Copies of the rules and regulations and applica-
tion forms have been mailed to the owners of 442 dams.
Arrangements have been made to place these papers
in the hands of the owners of 93 additional dams
through a representative in the field. Notices were
sent to the owners of all dams known to be under
construction on August 14, 19 in all, which were less
than 90 per cent completed on that date.

Inspections have been made of all dams imder con-
struction. These include the Salt Springs Dam on the
Mokelumne River, a rock fill dam being built by the
Pacific Gas and Electric Company which will be the
largest rock fill dam in the world and the San Gabriel
Dam of the Los Angeles County Flood Control Dis-
trict.

Further consideration has been given to Lake
Hodges dam by the consulting board appointed for
that purpose. A consulting board has been appointed
to consider problems at the Juncal site on the Santa
Ynez River because of difficulties arising from the
geological conditions at that site.

An engineer has been assigned to work in Lassen
and Modoc counties, where about one-seventh of the
dams in the state are located, to determine the owner-
ship which is unknown in many cases, make inspec-
tions, and assist in the preparation of applications. It
will also be necessary to secure a great deal of statis-
tical data, as it is known that this is very meagre at
present, especially in regard to drainage areas and
necessary spillway capacity.

The sites for two new dams, Mud Springs and
Wrigley, were inspected, and inspection made of the
following dams now under construction : Salt Springs,
Chenery, Lyons, Calaveras (3), Spicer Meadows,
Pickering, Crouch, Skye Valley No. 2 and No. 3,
Burbank Reservoir No. 5, Glendale Park Manor, Felt
Lake, Sunset, Juncal and Ridgewood.

Inspection was also made of the following old
dams : Ileeney, Carson River, Burney Creek, Catalina
Island and Burbank Reservoir No. 4.

Early in September there was a partial failure of
a small dam of the city of Burbank, which as a
city-owned dam, had not been previously under
the jurisdiction of the division. Inspection was at
once made. Burbank reservoir No. 4 is a storage
of about 7,000.000 gallons capacity built by excavat-
ing a basin in a small canyon above the city,
closing the lower side by an earth dam, and lining
the whole basin with concrete, and covering the whole
with a roof. A leak developed through some portion
of the lining or through some of the joints. This water
found its way to a hole or weak strata under the
northerly portion of the embankment, and when it
was discovered about 10 a.m. September 7, a con-
siderable flow was emerging. This developed to a
maximum of about two cu- ft, per sec, and eroded a
hole under the embankment about one foot in di-
ameter. The lining against the embankment cracked
in several places, but did not collapse, although a large
hole was eroded at one point back of the lining. All
the leakage that occurred escaped through the cracks
in the lining. At 10.30 a.m. the waste gate from the
reservoir was opened, and by 4.30 p.m. the reservoir
had been drained. The city is making a complete
survey of conditions prior to preparing an application
for repairs. No lives were endangered, and no prop-
erty damage was suffered with the possible exception
of a small amount of erosion at back of a partially
improved lot.

RECLAMATION AND FLOOD
CONTROL

Maintenance of Sacramento and San Joaquin
Drainage District.
The irrigation of willows planted for the protection
of the east levee of the by-pass has been continued.
Two small crews have been placed at work clearing
out brush and second growth in the Tisdale, Sutter
and Butte'Slough By-passes. The Sacramento River
revetment at Freeport, Project No. 5, has been cleared
of weeds and willows and several washes along the
inside of the piling have been filled.

Remember, girls, in seeking your model husband,
there are two models, sport and working. — Council
Bluffs Nonpareil.

2G

CALIFORNIA HIGHWAYS AXD PVBLIC WORKS

Emergency Flood Control and Rectification of
River Channels.

Toutativc arrangements have been made to cooperate
with Kedamation District No. 532 in bank protection
construction at the junction of Georgiana Slough and
Mokelunine River. The cost of the work will be
approximately $.3,000.

Surveys have been completed and phins are in pre-
paration for protection works on the Feather, near the
Nicolaus Bridge, in cooperation with Sutter County.
Thirteen thousand dollars is available for this work.

Surveys have been completed and plans are in pre-
paration for bank protection work immediately below
Isletou. on the Sacramento River.

Landowners of Butte County desire the cooperation
of the state in providing rectification works on the
Feather River at Robinson Bend, above the Gridley
road. It is reported that Butte County has appro-
priated $4,000 for this work, and it is expected that
arrangements can be completed shortly to proceed if a
feasible plan for the work can be found. The land-
owners are also making an attempt to interest the
California Debris Commission in this work.

Sacramento Flood Control Project.

The Reclamation Board on August 21 requested
the Department of Public Works to undertake clear-
ing work in the Feather River channel and in the by-
passes of Project No. 6, in accordance with plans
approved by the board. The estimated cost is $92,558.
At the meeting held on September 18, the Reclamation
Board passed a resolution which will make the funds
available and permit the work to proceed.

Surveys have been made and plats and descriptions
have been completed for the rights-of-way necessary
for the West Intercepting Canal, a portion of the
project to be built by the California Debris Com-
mission.

IMans are being prepared for submission to the
Reclamation Board for the clearing of the channel
of the American River from the "II" Street Bridge
to the Southern Pacific Bridge, as a part of the flood
control construction program approved by the Recla-
mation Board. This will involve the removal of
approximately 1200 piles and other obstructions.
Money is available for this work, and it will be
handled in the same manner as the clearing mentioned
above.

The Reclamation lioard has authorized this office
to construct a road approach to the top of the east
levee in Sutter County, in accordance with an old
right-of-way agreement. The cost of this will prob-
ably not exceed $300.

Russian River Jetty.

Tlie construction of the jetty at the mouth of the
Russian River, near .Tenner, has been proceeding
satisfactorily since the work was taken over on
August 10. The work of driving piles in the jetty
structure is nearly completed, so far as it is proposed
to carry it this season. All equipment for the railroad
and quarry is now in operation and rock is being
placed in the jetty. A short i-ailroad trestle is being
constructed, so that the railroad can be placed on a
high sand bar instead of the low sand spit, to prevent
the road being washed by heavy rollers and to permit
the delivery of rock continuously. The work will be
can-icd on as late in the season as the weiith(>r will
permit.

Pajaro River Flood Control.

The counties of Santa Cruz and Monterey have each
appropriated $1,000 for work in the Pajai-o River, in

accordance with the provisions of Chapter 524,
Statutes of 1929. This will make available for im-
mediate use a fund of .$4,000, which it is proposed to
expend in further clearing the channel of growth and
obstructions, which was commenced last year when a
total of $7,.500 was spent on the ^vork.

Fish and Game Commission Work.

No work has yet been done toward the construction
of the jetty at the mouth of the Navarro River, as
the question of right-of-way has not been settled.
Progress on the construction of the channel at the
mouth of the Salinas River is being held up for the
same reason, pending a decision from the Attorney
General in respect to this right-of-way.

WATER RESOURCES
INVESTIGATIONS

Organization.

Considerable time and effort has been spent in effect-
ing an organization for carrying forward the Water
Resources Investigation provided for by the Legisla-
ture of 1929. Civil Service examinations were held
the latter part of July and the first part of August.
List of eligibles was available the latter part of
August. A number of men have been employed dur-
ing the past mouth.

San Joaquin Valley investigations.

Two survey parties Avere put into the field Septem-
ber 9th to make a topographic survey of possible
reservoir sites on the North Fork of the San Joaquin
River above the mouth of Big Creek. It is expected
that five or six weeks will be required to complete
this work.

The compilation of records on about 3500 wells
covering a period in some instances of ten years in the
southern San Joaquin Valley is in pi-ogress. Eleva-
tions of these wells referred to U. S. (i. S. datum have
been determined by the various districts in this area
in cooperation with this division. This work is com-
plete.

The classification of the lands in the San Joaiiuin
Valley south of the Merced District and Patterson
has been completed and reports rendered therecm.

The crop survey is being continued.

Preliminary office studies are in progress to deter-
mine the economic size, grade and location of exchange
canals from San Joaquin River to Kings River and
from Kings River to Kern County. It is planned to
place a survey party in the field before the end of the
month for the purpose of laying out these canals.

Water supply studies of the major streams have
been completed and studies are in progress to deter-
mine the yield of the unmeasured areas.

Sacramento Valley Investigations.

A survey has been completed in Indiiin Creek on
Feather River downstream in Indian Valley for the
purpose of locating the most feasible and economic
dam site. A geological examination has been made
and a report rendered thereon. Geological examina-
tions have also been made of the Baird dam site on the
Pit River : Iron Canyon and Keswick dam sites on the
Sacramento River; Fairview and Lewiston dam sites
on the Trinity River and Whiskytown dam site on
Clear Creek.

Office studies are in progress, some of which are
complete, to determine the utility of five reservoir
sites on the Upper Feather River for irrigation and
power in the statewide plan of water development.

CALIFORNIA HIGHWAYS: A\n niBTjic works:

27

Extension of the water supply estimates for the
Sacramento Valley streams from 1D25 to 1929 is in
progress. Seasonal indices of wetness for the several
precipitation divisions in Northern California have
been calculated for the same period.

Salinity Investigation in Upper Bay and Delta
of Sacramento and San Joaquin Rivers.

The iiivestijjatiou to determine the facts on salinity
conditions in the Upper Hay and Delta of the Sacra-
mento and San Joaiiuin rivers has been continued
throughout the month. Salinity samples have been
taken at four-day intervals at the 74 regular observa-
tion stations and at more than one-third of these
stations samples have been taken at both high high
and low high tides.

To determine the variation of salinity content of
depth and tidal stage a total of eight special salinity
surveys have been made at eight stations during the
month. In addition to these a total of ten special
salinity surveys were made at cross-section stations
at Antioch and CoUinsville. These surveys involved
the sampling, at various depths at three predetermined
points, at each station and also velocity measurements
at the various points of sampling through a complete
tidal cycle.

Seventy-five miles of levels tying in the tide gages
which were established have been completed. These
levels have been referred to U. S. G. S. datum.

Stream flow measurements to determine the dis-
tribution of flow among the tidal channels for various
stages on the Sacramento and San Joaquin rivers
have beeu continued. Five measurements have been
made on Three-mile Slough ; one on Georgiana Slough ;
one on Sutter Slough and on Steamboat Slough ; and
one on Sacramento River below Walnut Grove, a
total of nine measurements. These measurements in
each instance were carried through a complete tidal
cycle.

A total of about 45(10 salinity samples have been
obtained during the past month and are being analyzed
by the laboratory of the Highway Commission.

Southern California Investigations.

Field work in connection with the Southern Cali-
fornia Water Resources Investigations has been under-
taken in the Mojave River Basin in cooperation with
the water resources branch of the United States
Geological Survey, and additional stream flow gaging
stations ai-e being established to cover all major
streams in southern California.

WATER RIGHTS

Applications to Appropriate.

During the mouth of August. 3.5 applications to
appropriate were received. 22 were canceled. 22 were
approved, and 7 were revoked.

Snow Survey.

Rapid progress is being made and splendid coopera-
tion is being experienced on the part of the U. S.
Park Service, the irrigation districts and the power
companies in establishing snow survey courses. It is
expected that all major stream basins of the Sierras
will be covered to greater or less extent in the work
this year — some of the basins quite intensively.

Sacramento-San Joaquin Water Supervisor.

Sacramento River flow reached a minimum stage of
approximately 2350 second-feet at Sacramento early

in August and started a rather rapid rise about Sep-
tember 1st. The minimum flow in 1924, which is the
lowest of record w;is approximately 7(X) second-feet,
and the minimum flow in 1927 which was the highest
since 1924, was approximately 3500 second-feet.

LAW ENFORCEMENT

The following statement shows the activities of the
Law Enforcement Bureau of the Division of Motor
Vehicles for the period from January 1, to July 31,
1929:

Motorists stopped bv traffic officers of 49 counties —
113,941.

Reasons for above action —

Speeding -- 13,378

Light infractions 52,182

Violating "Rules of Road"' 12,899

Violations in operation of trucks 9,151

Miscellaneous offenses 26,331

Total — 113,941

Number of arrests — .5.3,512.

Charges —

Driving while drunk 516

Reckless driving — 1,458

Speeding -- 7,765

Defective lights 31,818

Operating trucks illegally 1,202

Various other violations — — 4,966

Total 53,.512

Disposition of the 53.512 arrested shows that 12,366
were fined by the courts, and their fines total
.$281,001.66. Reports show that 1.5,460 cases have
been dismissed.

In addition to the above, the county ti-afiic offices
collected .$38,330.55 in delinquent fees on motor
vehicles, and .$165,290.90 for the regular registration
of motor vehicles. The sum collected for regular regis-
trations is collected chiefly at the renewal jieriod,
while that which represents delinquent fees is col-
lected throughout the year while patroling the high-
ways and checking trucks for overweight and other
violations.

The total mileage covered by the officers from .lanu-
ary 1. to July 31. 1929, is 3.138.794.

During this period the traffic offices passed 1.32,916
applicants for operator's licenses, and rejected 5270
for Various reasons. 85 stolen cars and 391 abandoned,
cars were recovered for this period.

CALIFORNIA HIGHWAY PATROL

During the early part of September, E. W. Bis-
cailuz. Superintendent of the California Highway

28

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Patrol, delivered new cars, which wore painted the
distinctive color "white," to all state inspectors for
their work. Plans are being formed that will enable
the Division to have the motor equipment of all traflBc
officers painted this color in a short time. This dis-
tinctive color of equipment will be a great help to the
Division in enforcing the act, and will I'elieve the
feeling of the public that it has been impossible to tell
an officer from any other individual when riding in a
motor car.

During the above period the Division of Motor
Vehicles received reports from traffic offices of 49
counties. Up to August 14, 1929, there were four
counties, namely, San I'rancisco, Santa Cruz, San
Bernardino and Los Angeles, that operated as charter
counties and did not make reports to this office. The
following counties, Trinity, Sierra, Alpine, Mono and
Inyo, do not have a traffic force. In the 49 counties
reporting there are 264 captains and patrolmen and
25 clerks.

REGISTRATION

Relative to the activities of the Division in con-
nection with i-egistrations ending August 31, 1929,
there are 1,929,496 fee paid registrations and 33,838
exempt i-egistrations, or a total of 1,963,334. The
total fees collected are $9,570,205.93. The Division
has issued 50,917 nonresident permits.

ALPINE COUNTY

The liighwa.y between Markleeville and Woodfords
is being widened and surfaced. The Camino Con-
struction Company is doing the widening. State
forces are doing the surfacing.

AMADOR COUNTY

J. I'. Holland's contract for grading 2.7 miles be-
tween Dry Town and Amador City, a portion of the
Mother Lode Highway in Amador County, is prac-
tically complete. A contract has been awarded to
Hemstreet «& Bell for rock surfacing this job. This
work will start shortly.

The Mother Lode Highway between Plymouth and
Cosumnes River will soon be reconstructed practically
throughout. J. P. Ilolhind has the contract on the
final portion.

BUTTE COUNTY

Work is progressing favorably on the contract be-
tween Oroville and Feather River, a distance of 4.4
miles, Ariss-Knapp Company, Contractor. This is the
first unit of the Oroville-Quincy highway which, when
completed, will be one of the most scenic roads in the
state highway system, and which will make a large

mountain region easily accessible to tourists, hunters
and fishermen.

Camp No. 17, located on the Feather River about
8 miles above Oroville, is at present manned by 119
convicts and 19 free men. The project on which the
camp forces are engaged is another unit of the
Feather River Highway between Quincy and Oroville
and will be available for local traffic as soon as the
bridge across the Feather River at the westerly end
of the unit and the grading unit under construction
by the Ariss-Knapp Company, between that point
and Oroville, are completed. Approximately 3^ miles
of this unit have been completed. The work is of a
very rugged, rocky nature, but progress is very
satisfactory.

CALAVERAS COUNTY

The grading job between Mokelumne Hill and San
Andreas has just been completed by the Gabler Con-
struction Company. This contract is on the Mother
Lode Highway and eliminates the worst section of the
road between the above towns. Bids will be opened
September 30th for surfacing this stretch with gravel.

The new road at Black Springs on the Big Trees
Highway will soon be completed. This construction
is being handled by Superintendent J. H. Gates and
will eliminate the old grade to Black Springs.

COLUSA COUNTY

The plans and estimates for constructing 15.6 miles
of highway from Abbott Mine. Lake County, to Salt
Creek Canyon, part of the L^kiah-Tahoe Highway, have
been completed, and provide for a 24-foot roadbed. It
is anticipated that the work as far as Bear Creek will
be done by convict labor forces continuing the work
done in Lake County by the same labor forces.

A contract has been awarded to J. E. Johnston for
placing bituminous macadam surfacing on existing
pavement and constructing rock borders on each side
of the existing pavement between Genevra (Berlin)
and a point 2.6 miles northerly. Work will be
started soon.

DEL NORTE COUNTY

The Iloldener Construction Company, who have
the contract for oil surfacing 35 miles of Redwood
Highway from the Oregon Line to the new Iliouchi
Bridge over Smith River, have practically completed
the work.

The Holdener Construction Company also have the
contract for producing and stock piling approximately
5700 cubic yards of crushed rock for a light bitumi-
nous surface over the 22 miles of the Roosevelt High-
way in Del Noi'te County, between Crescent City
and the Oregon JJne. The rock i)roduced under the
contract is being used by state forces in placing the
bituminous surfacing. There is approximately 3 miles
more to be completed.

The Webber Constnution Company have the con-
tract for constructing a small, two-span concrete
gird(>r bridge over Hardscrabble Creek, approximately
6.68 miles east of the Iliouchi Bridge over Smith
River. The work is practically complete and it is
expected that the new bridge will be in use in the
near future.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

29

The Webber Consti'iK'ticiu Compaiiy have completed
the phu'iiis; of additional crushed rock surfacing over
4 miles of highway between a iK)int 5 miles east of
Crescent City and the new lliouchi Bridge over Smith
River, on the Redwood Highway. They have also
stock piled sufficient crushed rock for placing a 2-inch
by 20-foot bituminous macadam surface over the
entire 4 miles.

J. C. Compton of McMinnville, Oregon, is the con-
tractor for placing the 2-inch by 20-foot bituminous
macadam over the above named section and the work
is now in progress, approximately one mile of the
macadam being completed.

J. E. Johnston, who has the contract for grading
and surfacing the Redwood Highway between Klamath
River and Wilson Creek, has practically completed
all the grading and surfacing work and the road is
open to public travel throughout. He is now com-
pleting the necessary protection work along the ocean
shore, near the northerly end of his contract. It is
expected that the contractor will have this work
completed in the very near future.

J. E. Johnston also has the contract for grading
and surfacing between the southerly Del Norte County
Line and the Head of Richardson Creek, a point 2
miles south of Klamath River. The work has been
completed except for the completion of a small amount
of drainage work.

The Webber Construction Company is stock piling
rock at the Head of Richardson Creek, 2 miles south
of Klamath River, for reinforcing the base between
the Head of Richardson Creek and Klamath River.
It is expected that this rock will be placed during
the late fall.

HUMBOLDT COUNTY

EL DORADO COUNTY

Grading of 5.1 miles of the Lincoln Highway along
the south shore of Lake Tahoe (Mays Station to the
Nevada State line) is being done by L. W. Hesse,
Contractor. The road will be constructed 36 feet wide
with no sharp curves nor steep grades. Contract is
progressing satisfactorily and will be completed before
winter.

From Folsom to Placerville, construction of oil-
treated rock borders is in progress and is scheduled
for completion December 7, 1929. The improvement
is designed to correct the present narrow pavement
and extremely sharp curves by placing the 3-foot
rock borders which will give a paved IS-foot traveled
way, and will render this portion more capable of
traffic demands to which this route is subject. Further
improvement will be gained by superelevating curves
with oil-treated material and constructing additional
width on the inside of curves to effect alignment cor-
rection where possible. This contract was awarded
to W. H. Larson and is financed from the State High-
way Maintenance Fund.

Between Riverton and Kyburz on Route 11 the grad-
ing of 5.75 miles is in progress. As a Forest Highway,
this is a cooperative project to which $140,000 was
subscribed as the state's share. This contract was
awarded to G. E. Finnell and is under the supervision
of federal engineers.

Between one mile north of Eagle Falls and three
miles south of Meeks Bay, state forces are improving
drainage conditions and placing disintegrated granite
surfacing. The work is well under way and will be
completed soon.

The Webber Construction Company received the
contract for producing and stock piling bituminous
macadam rock along the Redwood Highway for a
20-foot by 2-foot bituminous macadam between a
point one mile south of Orick and the northerly
Humboldt County Line. The rock as yet pi-oduced
is not sufficient to permit the starting of the placing
of the macadam surfacing, but it is expected that the
rock will be out in time for the contractor to place
the macadam surfacing during the late spring of next
year.

The Engelhart Paving and Construction Company
have a contract for placing additional surfacing and
stock piling rock for bituminous macadam pavement
on approximately 3.3 miles of the Redwood Highway
between Big Lagoon and Orick. The stock piling
of the bituminous macadam rock is practically com-
plete and the surfacing is under way.

Kern & Kibbe have the contract for placing addi-
tional crushed rock surfacing over 4.3 miles of the
Redwood Highway from Trinidad southerly to Little
River and for stock piling rock for bituminous
macadam pavement over the same distance. The sur-
facing has been completed and the stock piling of the
macadam rock is approximately one-third complete.

W. C. Elsemore has completed approximately one-
third of his contract for producing crushed rock for
bituminous macadam pavement between Mill Creek
and Ijittle River, a distance of 6.4 miles.

Heafey-Moore Co. of Oakland have the contract
for placing the bituminous macadam over the entire
roadway between Mill Creek and Trinidad, a distance
of 10.7 miles. The work is well under way for plac-
ing the macadam between Mill Creek and Little River.
It is expected that this work will continue until wet
weather forces a shut-down.

The reconstruction of the highway between Mad
River and Mill Creek, 0.9 mile, by Ellison & Smith,
Contractors, is approximately 85 per cent complete
and it is expected that traffic will be carried over the
new work before winter rains set in.

Contractors Kennedy & Bayles have made splendid
progress on their contract for grading and surfacing
the Redwood Highway between Areata and Mad River
and it is expected that their work will be complete
around the last of September.

The Butte Construction Company, who have the con-
tract for the construction of the new bridge over Mad
River, have made good progress and the steel work
is now being placed. It is expected that the new
bridge will be ready to carry the next season's tourist
traffic.

The construction of the overhead crossing of the
highway over the Northwestern Pacific Railroad and
the Areata and Mad River Railroad, approximately
one mile north of Areata, is well under way by the
Mercer-Fraser Company of Eureka.

The completion of the last four named contracts is
expected in time to permit traffic over the entire dis-
tance between Areata and Mill Creek, by early next
spring.

The grading of the new highway between Loleta
and a point approximately 7^ miles south of Eureka,
a distance of 7.3 miles, is under contract to E. C.
Coats of Sacramento. The grading work is approxi-
mately two-thirds complete but it is doubtful whether
the entire job will be completed before winter rains
set in.

Bids are to be received on October 9, for the grad-
ing of a 28-foot standard roadway and surfacing with

30

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

8-f()<>t by l*(»-fn(it of crushed mck surfacing, that \mv-
tioii of tlio highway botwoon Fish ('reck Grove and
Stepliens Grove, a distance of .'l.^ miles. The improve-
ment of this section will eliminate another very
crooked piece of the Redwood Highway.

INYO COUNTY

From the southerly boundary to TJttle Lake, a
distance of 9.8 miles, Fred W. Nighbert has a contract
for grading and oil-treated surfacing. Work is well
under way on this contract. Resident Engineer B. M.
Gallagher is in charge of this work.

Grading and placing of oil-treated surfacing be-
tween Little Lake and Coso Junction, a distance of
3.1 miles is now being advertisetl.

Plans have been prepared and submitted for grad-
ing and placing of oil-treated surfacing from Coso
Junction to Olancha, approximately 21.8 miles. This
work will be advertised soon.

From Olancha to the northerly boundary an excel-
lent oil-treated surface is in place. The portion
from Cottonwood Creek to Diaz Lake, a distance of
10.3 miles, was completed September 7th by G. W.
Ellis, who had the contract. H. M. Hansen was
resident engineer in charge of this work.

Oil-treating of shoulders between Bishop and Mono
County line is now in progress by maintenance forces
under the direction of Dwight Wonacott, foreman.

KERN COUNTY

From Mojave to the northerly boundary of Kern
County several constructive operations for improve-
ments are under way and completed.

On that portion of the highway, between Mojave
and Cinco, a distance of approximately 17.2 miles,
grading and oil-treated surfacing has been completed
on two contracts. Between Mojave to 7 miles
soutli of Cinco, a distance of 9.9 miles, work was
completed by the contractors, Bartlett and Mathews.
The resident engineer was S. C. Risley. Between 7
miles .south of Cinco and Cinco, a distance of 7.3
miles, the work was completed by the Southwest Pav-
ing Company. The resident engineer was W.
Mathews.

IMans are nearly complete for grading and placing
of an oil-treated surface from Cinco to 7 miles north
of Ricardo, a distance of approximately 10 miles,
through the scenic Red Rock Canyon.

From this point on to the northerly boundary of the
county there are two other contracts iinder way.
approximately 24.1 miles. From 7 miles north of
Ricardo to Freeman a distance of 10.2 miles, G. W.
Ellis is contractor, and from Freeman to the north-
erly boundary, a distance of 13.9 miles, Bartlett &
Mathews and Black & Hagey are the contractors.
V. E. Pearson is the resident engineer in charge of
this work.

LAKE COUNTY

The grading of the Ukiah-Tahoe road between Clear
Lake Oaks and Sweet Hollow Summit has been com-
pleted by convict labor forces. From the Summit to
Abbott Mine the 20-foot graded roadbed is being
widened to 24 feet.

IIemstre<'t iind Bell have recently contracted to
place a 20-foot crushed rock and oil mix surface from
High Valley Creek to Abbott Mine, about 15.0 miles.
This work is programmed for completion January 27,
1930 and to date is about 05 per cent complete.

Construction of a graded road to be surfaced with
oil-treated crushed gravel or stone is under way
between Lucerne and Clear Lake Oaks. The work
is being performed under contract by von der Ilellen,
Pier.son and Ijogan. This project is scheduled for
completion November 12, 1929 and it is now approxi-
mately SO per cent complete.

LASSEN COUNTY

Construction is now in progress on a 4-mile unit
between Goodrich and Coppervale, a short distance
east of Westwood, wiiich will complete a short gap
that has been in existence for several years. Work
is being rushed as much as po.ssible in order to beat
the snow season. Doveri & Company & J. A. Maddox
of Klamath Falls, Oregon, are contractors on this
project, Contract 02TC4.

Hein Brothers and Chittenden are getting away to a
good start on the re.surfacing project between Susan-
ville and Milford in Lassen County, a distance of 19.4
miles. Contract 22LC2. It is probable that work on
this project will go into the winter, but it is of such
a nature that cold weather will not seriously affect the
progress.

Contract 02CN1, covering the grading and construc-
tion of culverts on 5 miles of highway across Long
Valley in Lassen County south of Doyle, is under con-
struction. The contractor on this project is Meyer
Rosenberg of San Francisco. This is Mr. Rosenberg's
first highway contract, but he is rushing the work to
completion and will be well out of the way befoi-e
winter. The construction of this project will eliminate
7 grade crossings over the Western Pacific Railroad
between Doyle and Constantia.

LOS ANGELES COUNTY

A line change immediately north of the Newhall
Tunnel has been surveyed, and the work is now being
advertised for bids. This change eliminates some very
bad curves, and it is expected construction will be
under way this fall.

Work on paving crescent-shaped areas on the Ridge
Route with bituminous macadam is being done by
(Tibbons «& Reed, contractors. These areas were left
unpaved when alignment on this route was straight-
ened by the state day labor forces. Emulsified asphalt
is being used in this work.

Rapid progress is being made in the work of
grading the Newhall Alternate Line between Tunnel
Station and the Santa Clara River. LeTourneau and
Lindberg are the contractors. It consists of grading
a 40-foot roadbed, S.(i miles long, and eliminates from
this route the Newhall Tunnel and several dangerous
curves in the vicinity of Newhall and Saugus. It is
expected this work will be completed about Decem-
ber 1st.

A contract on the Foothill Boulevard, between
Glendora and Claremont, is rapidly nearing comple-
tion. This consists of 5.5 miles of asphaltic concrete
pavement. 30 fei>t by 0 inches. The Griffith Company
is the contractor.

The fir.st contract on the La Canada-Mt. Wil.son
Highway for grading 2.0 miles of 40- foot roadbed was

CALIFORNIA IIIGIIWAYS AND PUBLIC WORK^

81

awarded to II. W. liolil Coiuii.-ni.v on Aiij;ust 14th.
Gradiiifi; work is in projircss.

MENDOCINO COUNTY

State forces arc widening and straightening the
roadway between the sidehill viaduct about 4 miles
north of Lane's Redwood Fhit and Red Mountain
Creek. When this jiortion of narrow road ahing the
steep blurts of the South Fork of Eel River is com-
pleted, the last very narrow section of the Redwood
Highway will have been eliminated. The road is
being graded to a 24-foot standard roadway width
and surfaced with 8 inches of crushed rock surfacing.

MONO COUNTY

At Hilton Creek. 1.57 miles of grading by D. C.
Follis is nearing completion. Between Magee Creek
and Convict Creek, approximately 3 miles of grading
and crushed rock surfacing is well under way by
Montf(n't & Armstrong, contractors. Walter Mathews
is resident engineer in charge of this work.

Between Mattly Ranch and Leeviuing Creek there
is 2. IS miles of grading and oiled macadam surface.
C. Miles, the contractor on this work is making rapid
progress. Kenneth Peirce, is assistant resident
engineer in charge of this work for the state.

A portion of Route 23. in the Walker River Canyon,
near Coleville. has been completed by day labor forces,
under the supervision of Paul Peak, Foreman.

A one and one-half yard Northwest shovel is busy
A'idening and straightening the Sonora Pass Road,
between Sonora Junction and the Pass. The work
is being done with Minor Improvement and Better-
ment Funds, under the supervision of Paul Peak,
P^oreman, with maintenance forces.

Widening and straightening of the narrow places
on the Tioga Road ; Road IX-Mno-40-A, is now
moving along satisfactorily with state forces, under
the direction of Ray Flyun, Foreman.

Standard guard rails are being placed on Dogtown
and Conway grades, under the supervision of Joe
Penrose.

Approximately one thousand feet of rail has just
been completed on Sherwin Hill and Rock Creek
grades by Mr. Penrose.

MONTEREY COUNTY

Work is in progress on the reconstruction of the
Coast Highway between Chualar and Salinas, a dis-
tance of 10.3 miles. This work involves grading a
3G-foot road bed and placing a 20-foot asphaltic con-
crete, second-story pavement. The Peninsula Pav-
ing Company of San Francisco is the contractor.
Within the limits of this project, at Spence there
will be a change of line and an underpass of the
Southern Pacific tracks. Bids have been received on
this work with Triberti-Massaro submitting the low
bid. The underpass and approach will be under the
supei-vision of the Bridge Department.

A new bridge across the Salinas River, at San
Ardo is under construction by Contractor. Ben C.
Gerwich. This work is under supervision of the
Bridge Department. Bids are being received on gi-ad-
ing and paving with Portland cement concrete, a

change of line, l.f) miles in length including the
ai)proaches to this bridge.

I'hins are complete for a change of line at the
crossing of tlie Coast Highway over tin; Salinas River
at P.radley and the P>ridge Department is preparing
plans for a new bridge.

On the San Simeon-Cai-mel Highway across the
Little Sur River, a new bridge consisting of one 50-
foot deck truss span and 14 10-f(jot timl)er spans is
under construction by Lord and P.lshop, Contractors.

Construction of oiled rock shoulders has been under
way by state forces over a considerable portion of the
Coast Highway where the width of paving is only
15 feet and has increased the safety of travel over
these portions materially.

NEVADA COUNTY

Grading of a state highway by the Callahan Con-
struction Company has been resumed between Indian
Springs and Soda Springs near the summit of the
Colfax-Truckee road. Travel is being maintained
through the construction with little inconvenience. On
account of the many difficulties encountered on this
work, it is doubtful whether this work will be com-
pleted this year.

C. R. Adams was awarded the contract for grading
and surfacing 11.7 miles between Nevada City and
Washington Road, and this work is well under way.
This section, consistent with the rest of the Ukiah-
Tahoe Llighway. will consist of a 24-foot roadbed. An
oil-mixed crushed rock surface, 20 feet wide, is to be
placed by the terms of the contract. This project is
programmed for completion in April, 1930.

NEVADA AND PLACER COUNTIES

Improvement is under way between Roseville and
one-half mile north of Andora Subway. The work is
being done by J. E. Johnston and consists of placing
bituminous macadam surfacing on the existing pave-
ment and constructing rock borders.

Between Airport and Indian Springs on Route 37,
9.3 miles of grading is in progress. This project covers
the construction of a 28- foot roadbed and was
awarded to T. E. Connolly. Construction will be
completed November, 1930.

A contract has been awarded to Meyer Rosen-
berg for placing G.9 miles of bituminous surface treat-
ment, 20 feet wide, between Soda Springs and Donner
Lake. This work has been suspended as the tempera-
ture does not permit oiling.

ORANGE COUNTY

The contract for a line change 0.7 of a mile in
length between Serra and San Juan Capistrano was
awarded to Matich Bros, on August 12th. This work
consists of a 40-foot graded roadbed with Portland
cement concrete pavement, 20 feet by 7 inches. Grad-
ing and culvert w'ork is now under way.

A contract for a line change to connect up the over-
head crossing of the A. T. & S. F. Railw^ay at Irvine
is in progress. This consists of grading 0.7 of a mile
and paving with Portland cement concrete 30 feet
wide. This contract is approximately two-thirds com-
plete. Steele Finley is the contractor.

32

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

A rontrnct for paving ono-lialf width between Santa
Ana and Anaheim was awarded on June 11th to
Griffith Company. This section is 4.9 miles long.
The paving work is being done in cooperation with
Orange Count.v, the state paying for a strip of pave-
ment 28 feet by 7 inches and the county paying for a
like amount. Normal progress is being made and it is
expected that this contract will be finished next April.

PLUMAS COUNTY

On the Ilarlowe job, a Gi-mile project south of
Chester in Plumas County, work is nearing comple-
tion. This job has been carried through two seasons,
but it is expected that it will be ready for acceptance
within the next three or four weeks and will be ready
for traffic in time for the opening of the U. S. Bureau
of Public Roads job between Morgan Springs and
the county line in Tehama County. The.se two units
will eliminate the high climb over the Feather River
Summit on the existing county road and will pass
through country in the Lassen National Forest,
equally as interesting as that which the old road
passes through.

Camp No. 16, located near Paxton, is manned by
122 convicts and 30 free men. The major grading
equipment consists of two gasoline power shovels.
Of the 7^ miles on this project, approximately 5 miles
have been completed to date, and it is anticipated that
the work will be completed early in 1930. In addi-
tion to the grading work, the camp foi'ces are con-
structing a two-span wooden truss bridge across
Indian Creek. The bridge will be completed in two or
three weeks. This unit is a part of the Feather
River Highway between Quincy and Uroville, which
will undoubtedly prove a very heavily traveled road
when completed.

SACRAMENTO COUNTY

Fredrickson-Watson Construction Company & Fred-
rickson Brothers were awarded the construction of
8.7 miles of Portland cement concrete pavement on the
Sacramento-Roseville road between Ben Ali and
Sylvan School. This project is progressing satis-
factorily and will be completed, in all probability,
within the allotted time. The time for completion
is set as January, 1930. This contract is being con-
structed according to the latest standards and methods
of Portland cement concrete pavement.

Larsen Brothers contract for grading and surfacing
between Arno and McConnell on the highway between
Sacramento and Stockton is well under way. This
job will eliminate the dilapidated narrow trestle and
road here.

SAN BENITO COUNTY

On the Coast Highway at intei-vals between a point
7 miles north of Salinas and San Juan Bautista,
a l^-inch bituminous macadam surface 10 feet wide
is being placed by W. A. Dontanville, Contractor.
A total of 2.4 mUes of surface is being placed, which
work started on September 13th and should be com-
pleted about the middle of October. This surfacing
is being placed on those portions of the road where
the present paving is badly cracked, including por-
tions of the San Juan Grade.

SAN DIEGO COUNTY

A contract was awarded September 10, 1929, to the
R. E. Hazard Contracting Co. of San Diego for con-
structing oil rock borders on portions of the Coast
Route between the city limits of San Diego and
Oceanside. Work will be started at an early date.

A contract for grading the Rose Canyon road be-
tween Balboa avenue and Torrey Pines Road was
awarded on August 13th to the R. E. Hazard Con-
tracting Company. This section is 5.4 miles long
and is to be a 4G-foot graded roadbed. Work is
just starting on this contract.

The contract for grading a roadbed 36 feet wide
and placing of Portland cement concrete pavement 20
feet by 7 inches is in progress between Pine Valley
and Kitchen Creek on the San Diego-El Centro High-
way. It is expected that this section will be com-
pleted by the end of the year.

A contract for 4.5 miles of 3S-foot graded roadbed
between La Posta Creek and Miller Creek on the Sau
Diego-El Centro Highway was awarded on May 27th
to the Nevada Contracting Company. Grading is in
progress for a distance of about two miles.

A contract for grading 3.9 miles of 36-foot roadbed
from Kitchen Creek to La Posta and paving with
20 feet by 7 inches Portland cement concrete was
awarded on June 25th to Basich Bros. About one
mile of rough grading is completed, and grading is now
in progress on about one-half mile. This section is
on the San Diego-El Centro Highwav.

SAN JOAQUIN COUNTY

We have two contracts under w^ay in San Joaquin
County. The one between Mossdale and Banta, C. W.
Wood. Contractor, for grading and cement concrete
l)aving 3.1 miles, is progressing satisfactorily. This is
on the highway between Stockton and Tracy, the main
road to Oakland. The other is for grading and sur-
facing two line changes on the Hogan Road between
Stockton and Manteca — the main highway between
Stockton and Los Angeles. Lilly, AVillard & Biasotti
are the contractors. The work is well under way.

Eight-foot rock shoulders are being placed from
Banta to the Alameda County line to make the high-
way safer for traffic, especially during the winter
months.

SAN LUIS OBISPO COUNTY

Work has been completed on grading and paving
with 20-foot and 30-foot width of Portland cement con-
c-reto pavement from Pismo to Arroyo Grande.
Through the town of Pismo, street improvements have
been extended the full width of the street by a local
improvement district and conforms with other work
being done in Pismo. Cornwall Construction Com-
pany was the contractor on both the 30-foot width of
paving by the state through the town of Pismo and
also on the Imprivement District work.

On the Coast Highway between Cuesta and 1^ miles
south of Santa Margarita, 1.9 mUes of grading and
paving is being constructed by Mr. M. J. Bevanda,
Contractor. This work will improve the alignment
and provide a 20-foot concrete pavement at the north
end of Cuesta Grade.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

33

Work is hoiiifi started by Mr. Hcvjiuda on a chango
of line and the construction of a timber bridjje over
Yerba Buena Creek just north of Santa Margarita.
This work will correct a dangerous curve that has
been the scene of several accidents.

Contract has been awarded to Steel Finley of
Santa Ana for the reconstruction of the Coast High-
way with a 3G-foot I'oadbed and 20-foot asphaltie
concrete pavement for a distance of 9.G miles, between
Atascadero and Paso Robles. This work will correct
the alignment and grade at many places and in the
vicinity of Graves Creek and Paso Robles Creek
major line changes will be made. The new alignment
will use the existing structure over Paso Robles Creek
but a new structure will be required across Graves
Creek. The contract for this bridge has been awarded
to William Lane of Paso Robles and is under the
supervision of the Bridge Department.

Through the town of Atascadero, a local improve-
ment district will complete the street improvement
for the full width of the right of way.

On the Cholame Lateral between a point 1.7 miles
west of Shanden to the San Luis Obispo-Kern County
line, regrading and placing a 20-foot bituminous
macadam surface has been completed by A. Teiehert
and Son. Similar construction work is in progress
by the same contractor from the west end of the first
project to the Estrella River, a distance of about 6
miles. Material for this work is pi'oduced from a
local quarry developed by the contractor.

Just north of Cambria on the San Simeon road.
Route 56, 0.9 mile of grading to a 30-foot roadbed
width and gravel surfacing 20 feet wide is being con-
structed by Tiffany, McReyonlds, Tiffany of San Jose.
This replaces a portion of county-built road between
Cambria Pines Subdivision.

Surveys have been completed and plans are being
prepared for the reconstruction of the Coast High-
way from the Santa Maria River to Los Berros
Creek, a distance of 7.4 miles.

SANTA BARBARA COUNTY

Work is nearing completion by McCray Co. of
Los Angeles on a change of line over Rincon Hill
between Benham and Carpinteria on the Coast High-
way. This project involves grading a 46-foot roadbed
and constructing a Portland cement concrete pavement
30 feet in width. A new steel and concrete bridge is
nearly complete across the Southern Pacific tracks
within the limits of this line change on which Paul
M. White is contractor.

Work has been completed by Sam Hunter on the
grading of a 36-foot roadbed and the placing of a
20-foot second-story asphaltie concrete pavement on
3.5 miles of the Coast Highway near Ellwood.

M. J. Bevanda, Contractor, has completed the plac-
ing of bituminous macadam surface l^-inch by 20-foot
on 2.4 miles of the Coast Highway between Los
Alamos and 6^ miles north, which will eliminate some
very rough old concrete pavement.

SHASTA AND TRINITY COUNTIES

A. Milne, Contractor, is now making rapid strides
on Contract 02TC3 in Shasta and Ti'inity counties,
which provides for the surfacing of portions of new
highway and the resurfacing of portions of old high-
way amounting, in all, to 17 miles of work. Work
progressed very slowly at first due to the high per-

crntage of waste encountered in the gravel bars in
W(\-iver Creek where the i>lant was first set up. How-
ever, a new source of i-ock was obtained and an addi-
tional plant has been set up on the Shasta County
end, and work is now progressing rapidly.

Camp No. 12, which is located at Shingle Shanty
in Trinity County, manned by 133 convicts and 28
free men, is constructing a new graded roadway on
19.24 miles in Trinity and Shasta counties. The
grading is being handled by two gasoline power
shovels and by the use of swede traps and tunnels,
and work is progressing very satisfactorily. Due to
the extreme heavy character of the work on these
projects, this camp will be engaged on this work
about one year more. The completion will provide
a continuous improved highway between Redding and
Weaverville and will cut down the present running
time between the two points approximately one hour.

Camp No. 20, located about 8 miles east of Ingot
on the Redding-Alturas lateral, has been operating
about one month and is just getting a good start on
the lo-mile unit. The equipment on this work con-
sists of one gasoline power shovel, and the forces
consist of 52 convicts and 12 free men. The project
is located in the Cow Creek and Cedar Creek canyons
in Shasta County, and the work will result in a very
decided improvement, as the existing road is rather
narrow and crooked.

SISKIYOU COUNTY

A contract is now in progress in Siskiyou County
between Shasta River and Gazelle. This contract
consists of the reconstruction of the old roadbed and
the placing of a concrete pavement 20 feet in width
on 7.7 miles of highway. Work is progressing very
favorably at present, and it is expected that the new
pavement will be in use before the winter rains set in.
The contractor is producing his own aggregates from
sources on the job and while he experienced some
difficulty at the start in obtaining fine aggregate,
adjustments in his plant and blends of the local sand
have produced a material which will give very satis-
factory results. The T. M. Morgan Paving Company
of Los Angeles is doing the work.

A contract has just been awarded to the Mathews
Construction Company for the paving of 0.65 miles of
reconstructed highway at Spring Hill just north of
Mt. Shasta City. The contractor is now assembling
his equipment preparatory to getting on to the ground.
The grading on this reconstruction was recently com-
pleted by Young Brothers and involved the moving of
the Southern Pacific Company's tracks and the grading
of 0.65 miles of highway, eliminating a very danger-
ous 200-foot radius curve at the foot of a steep grade.
It is anticipated that the paving work will be com-
pleted well in advance of winter weather.

SOLANO COUNTY

A serious traffic hazard is now removed by the near
completion of the grading and surfacing with bitumin-
ous macadam of the highway through Jamison Canyon
between Napa County and Cordelia. This job also
involved the moving of several miles of pipe line
which supplies the city of Vallejo.

State forces under Superintendent G. E. Marshall
are placing an oil macadam wearing surface over
the new line change at Cordelia.

34

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

STANISLAUS COUNTY

The asphiiltic surface between Turloc-k and Keyes
is being honed to reduce roughness in tlie pavement.

TUOLUMNE COUNTY

A grading job 1.0 miles long on the Mother Lode
Highway, now completed, gives a much improved
entrance to Sonora. "Queen of the Southern Mines."
This road connects the old road with the Columbia-
Sonora Road already paved with asphalt concrete
several years ago. Noble Brothers are the con-
tractors. A contract for surfacing this job will be
advertised in the near future.

Another job in the same vicinity is ncaring com-
pletion. This is the Lilly, Willard & Biasotti con-
tract for the grading and surfacing with oil rock pre-
mix of l.G miles on the Sonora-Mono Road just east of
Sonora.

Work will soon be completed on the new line
change near the top of the Sonora Pass, which will
eliminate the third and fourth crossings of Deadman's
Creek. Last year a change was made which elimi-
nated the first and second crossings of this treacher-
ous creek. Superintendent Ed Harris is in charge
of the work.

YOLO COUNTY

Plans and estimates have been made and the state
is preparing to proceed with the improvement of
Mullen Crossing of the Southern Pacific Railroad,
south of Woodland. The work to be done consists
of grading and paving with Portland cement concrete
pavement on line change to eliminate the present
jagged and rough crossing. Neon tube railroad cross-
ing signs will be installed over the road on each side
of the crossing.

The state highway between Bretona and Dunuingan
will be improved soon under contract by J. E. John-
ston. The work will consist of placing bituminous
surfacing on existing pavement and constructing rock
borders.

YUBA COUNTY

The state highway between Dry Creek and Morri-
son's Crossing is to be improved by placing bituminous
macadam surfacing on the existing pavement and
constructing rock borders on each side of the pave-
ment. The work will be done under contract by
J. E. Johnston.

The dull boy in the class unexpectedly distinguished
himself in a recent examination when, in replying to
the question, "How and where was slavery introduced
into America?" he wrote :

"No women had come over to the early Virginia
colony. The planters wanted wives to help with the
work. In KllO the London Co. sent over a shipload
of girls. The planters gladly married them and
slavery was introduced into America." — The Path-
finder.

Record of B ids and A wards

_______________ _^

HIGHWAY BID OPENINGS FROM '■
JULY 31 TO SEPTEMBER 25 '

A^L\D( )R COUNTY— Between Drytown and Ama-
dor City, 2.7 miles to be surfaced -with untreated
crushed gravel or stone. Dist. X, Rt. 65, Sec. B.
A. J. Grier, Oakland, $27,410; Tieslau Bros, Berke-
ley, $oO.So5. Contract awarded to Ilemstree & Bell,
Marysville, $27,075.

DEL NORTE COUNTY— Between Smith River
and Oregon line, 35.5 miles of producing and stock-
piling screenings. Dist. I, Rt. 1, Sees. C D and E.
Smith Bros., Eureka, .$34,680. Contract awarded to
Holdener Construction Company, Inc., Sacramento,
$33,048.

EL DORADO COUNTY— Between Bay View Rest
and 1 mile north of Eagle Falls, l.S miles to be
graded. Dist. III. Rt. 38, Sec. B. J. M. De Luca,
Oakland, $186,738; Robert Heaney, Hayward, $181,-
123.70. Contract awarded to Nate Lovelace, Sacra-
mento, $179,936.

LOS ANGELES COUNTY— 0.8 of a mile north of
Sandberg's to 2.5 miles north of Sandberg's, to be
surfaced with bituminous macadam. Dist. VII, Rt.
4, Sec. 4. Contract awarded to Gibbons & Reed,
Burbank, $13,352.

MADERA COUNTY— Between Califa and north-
erly boundary. 5.6 miles to be graded and paved with
asphaltic concrete. Dist. VI. Rt. 4, Sec. C. Force,
Currigan & McLeod, Oakland. $153,884; Hanrahan
Co.. San Francisco, $144,747.50 ; Valley Paving &
Const. Co., Visalia, $153,940. Contract awarded to
A. Teichert & Son, Sacramento, $135,636.10.

MARIN COUNTY— Between Galliuas Creek and
San Rafael, 1.8 miles to be graded and paved with
Portland cement concrete and bituminous macadam.
Dist. IV. Rt. 1. Sec. A. W. II. Hauser. Oakland,
$162,774; Hanrahan Company. San Francisco, $175,-
558; C. T. Malcom, Walnut Creek, $174,359; D.
McDonald, Sacramento, $178,538; Isbell Construc-
tion Co.. Fresno, $198,593; M. J. Bevanda, Stockton,
$227,185: Fredrickson & Watson Const. Co.. Oak-
land. $173,875; J. P. Holland, Inc., San Francisco,
$156.243 ; E. C. Coats, Sacramento. $175,575. Con-
tract awarded to Granfield. Farrar & Carlin, San
Francisco, $133,231.75.

MONTEREY COUNTY— Near Spence, and under-
gr.-ide crossing under the S. P. R. Co. tracks. Dist,
V, Rt. 2, Sec. B. C. C. Gildersleeve, Felton, .$26,585 ;
McDonald & Maggiora, Sausalito, $30,332; Ward
Engineering Co., San Francisco, $37,238; MacDonald
& Kahn, Inc., San Francisco, $32,449 ; Fredrickson
Bros. Const. Co., Oakland, $31,087; Otto Parlier,
Tulare, $26,087; Pan. Pac. Piling & Const. Co., Los
Angeles, $34,639; Ilealy-Tibbitts Const. Co., San
P^'rancisco. $25,440 ; C. Dudley De Velbiss, Oakland,
$31,573 ; Arthur J. Greer, Oakland, $31,652. Contract
awarded to Triberto-Massaro Co., Oakland, $24,555.50.

ORANGE COUNTY— Westerly of San Clemente,
about 0.2 of a mile to be graded and paved with Port-
land cement concrete. Dist. VII. Rt. 2, Sec. A.
Contract awarded to Matich Bros., Elsinore, $8,872.75.

SAN BERNARDINO COUNTY— Between 2 miles
west of Argos and 1^ miles west of Siberia. 19.5 miles
to be graded and surfaced with oil-treated crushed
gravel. Dist. VIII, Rt. 58, Sees. H and J. Allied

CALIFORNIA HIGHWAYS AXD I'i/iLIC WORKS

35

C'ontnictc.is, Inc.. Oiuiilia. N<'1).. .$4()8.7!)n ; George
Ilerz & Co.. San Bernardino, $8S().;>!)a ; V. K. Dennis
Construetion Co., San Diego, .'?4()S,(J29 ; Macco Con-
strnction Co., Clearwater, $411,433; Hodgman &
Macvicar. Pasadena. $43G,42G. Contract awarded to
New Mexico Construction Co., Denver, Colo., $3GS,-
02LM0.

SAN DIEGO COUNTY— Between San Diego and
Oceanside. 3 miles to be widened with bituminous
macadam borders. Dist. VII. Rt. 2, Sees. A and B.
Butterfield Const. Co., San Diego. $35,630; Matieh
Bros.. Elsinore, $35,850; Watson «& Sutton, San Diego,
$30,025. Contract awarded to R. E. Hazard Con-
tracting Co.. San Diego, $33,080.

SAN LUIS OBISPO COUNTY— Between Atasca-
dero and Paso Robles, 0.0 miles to be graded and
paved with asphaltic concrete. Dist. V, Rt. 2, Sec.
B. Peninsula Paving Co., San Francisco, $277,499 ;
Vallev Paving & Const. Co.. Visalia. $300.351 ; George
R. Curtis Paving Co., Los Angeles, $313,283 ; Sander
Pearson. Santa Monica, $318,840; Cornwall Const.
Co.. Santa Barbara. $304,270; Force, Currigan &
McLeod, Oakland, .$313.492 ; Western Roads Co., Oak-
land. $288,590; Gibbons & Reed Co.. Burbank. .$329.-
206 ; A. Teichert & Son. Inc.. Sacramento, $303,839 ;
M. J. Bevanda. Stockton. $287,053; Hanrahan Com-
pany. San Francisco. $327,024. Contract awarded to
Steele Finle.v. Santa Ana, $268,258.50.

SISKIYOU COUNTY— Steel deck truss bridge
across Shasta River, about 6 miles north of Yreka.
Dist. II. Rt. 3, Sec. C. Gutleben Bros., Oakland,
$222,619; Butte Construction Co.. San Francisco,
$238.045 ; M. B. McGowan, San Francisco. $239,803 ;
Northwest Contracting Co.. Portland, Ore., $201,345;
Schuler & McDonald, Inc., Oakland, $240,059 ; Lynch-
Cannon Engr. Co.. Los Angeles. $208.586 ; Bayly Hip-
kins. San Francisco, $217.523 ; Mercer-Fraser Co.,
Eureka. .'^224.044. Contract awarded to H. E. Doer-
ing. Portland. $190,308.50.

SISKIYOU COUNTY— Near Mt. Shasta about 0.6
of a mile to be paved with Portland cement concrete.
Dist. II. Rt. 3, Sec. A. J. E. Johnston. Stockton.
$21,158. Contract awarded to Mathews Const. Co.,
Sacramento, $22,648.

SONOMA AND MARIN COUNTIES— Between
Petaluma and Ignacio, 11.9 miles to be graded and
paved with Portland cement concrete. Dist. IV. Rt.
1, Sees. C and A. J. P. Holland. Inc., San Francisco.
$558,649 : Guy F. Atkinson Company, San Francisco,
$633,209: Ward Engineering Co., San Francisco.
$729,030 : Fredrickson & Watson, Oakland, $593,892 ;
M. J. Bevanda. Stockton. $578,740 ; J. F. Knapp.
Oakland. $014,686; E. Paul Ford. San Diego. $540.-
879; Mercer-Fraser Co.. Eureka, $659,780. Contract
awarded to Hanrahan Co.. San Francisco, $536,795.75.

TEHAMA COUNTY— Between Paynes Creek and
Morgan Springs. 28.7 miles to be surfaced with un-
treated crushed gravel or stone. Dist. II. Rt. 29,
Sees. B and C. Milne & Dussault. Portland. Ore.,
$97,471: Hemstreet & Bell, Marysville, $100,251.
Contract awarded to A. F. Giddings, Sacramento,
$95,757.50.

WATER PERMITS

AND APPLICATIONS

Applications for Permit to Appropriate Water

Filed with the State Department of Public

Works, Division of Water Resources, During
September, 1929.

ALAMEDA COUNTY — Application 6436. Charles
Wilton Fay. 4131 Lincoln Ave.. Oakland, for 3 c.f.s.

from Mill Creek tributary to Indian Creek to be
diverted in Sec. 25, T. 18 N., R. 6 E., M. D. M., for
dome.stic and mining purposes.

BUTTE COUNTY — Application 6448. C. B. Malone,
Oroville, for 6000 a.f. per annum from Bosh Creek
tributary to Middle Fork Feather River to be diverated
in Sec. 8, T. 21 N., R. 6 E., M. D. M., for mining pur-
poses.

DEL NORTE COUNTY — Application 6441. Depart-
ment of Public Works, Division of Highway.s, Sacra-
mento, for 0.017 c.f.s. from unnamed spring tributary
to Smith River to be diverted in Sec. 29. T. 17 N.,
R. 2 E., H. M., for domestic purposes. Estimated cost
$850.

DEL NORTE COUNTY — Application 6446. C. J.
Dumbolton, Holland, Josephine County, Oregon, for 12
c.f.s. from Althouse Creek (Right Fork) tributary to
Illinois River to be diverted in Sec. 32, T. 19 N., R. 6
E., H. M., for mining (hydraulic) purposes. Esti-
mated cost $1,000.

DEL NORTE COUNTY — Application 6447. F. M.
McAuliffe, Nevada Bank Building, San Francisco, for
500 c.f.s. and 300.000 a.f. per annum from South Fork
of Smith River tributary to Smith River to be diverted
in Sec. 10, T. 16 N., R. 1 E., H. M., for power purposes.

EL DORADO COUNTY — Application 6439. Kelsey
Mining Company, 224 Underwood Building, 931 Market
St., San Francisco, for 25 c.f.s. from Rock Creek tribu-
tary to South Fork of American River to be diverted
in Sec. 20, T. 11 N., R. 11 E., M. D. M., for power
purposes. Estimated cost $10,000. :

EL DORADO COUNTY — Application 6440. Charles
H. Parrott, 135 Carmel Ave., Roseville, for 200 gals,
per day from unnamed .stream tributary to South Fork
American River to be diverted in Sec. 24, T. 11 N., R.
16 E., M. D. M., for domestic purposes. Estimated cost
$200.

INYO COUNTY — Application 6438. C. M. Davenso
and Edward Schober, Los Angeles and Bishop, respec-
tively, for 0.5 c.f.s. from (1) unnamed spring and (2)
Grape Vine Spring tributarv to no stream to be
diverted in (1) Sec. 10, T. 21 S., R. 39 E., M. D. M.,
and (2) Sec. 15, T. 21 S., R. 39 E.. M. D. M.. for irri-
gation and domestic purposes on 40 acres in Sec. 4, T.
22 S., R. 39 E., M. D. M. Estimated cost $5,000 to
$8,000.

KERN COUNTY — Application 6 437. F. G. Oddous,
344 S. Alameda St., Los Angeles, for 0.0067 c.f.s. from
unnamed spring tributarv to no stream to be diverted
in Sec. 23, T. 9 N., R. 21 "U^, S. B. M., for mining
purposes.

LOS ANGELES COUNTY— Application 6425. Joseph
Argay, Mt. Wilson, for 50 a.f. per annum from Cold-
water Canyon Creek tributarv to Big Tujunga to be
diverted in Sec. 3 4, T. 3 N., R. 12 W., S. B. M., for
mining and domestic purposes. Estimated cost $2,500.

LOS ANGELES COUNTY — Application 6 435. J.
Frank Gore, 1832 Santa Monica Blvd., Beverly Hills,
for 0.10 c.f.s. from unnamed spring tributary to City
Creek to be divei-ted in Sec. 26. T. 1 N., R. 3 T\'., S.
B. M., for irrigation purposes. Estimated cost $750.

LOS ANGELES COUNTY — Application 6 442. Paul
Louis Holtz, Llano, for 0.39 c.f.s. from underground
water tributary to no stream to be diverted in Sec. 21,
T. 4 N., R. 8 W., S. B. M., for irrigation and domestic
purposes. Estimated cost $4,000.

LOS ANGELES COUNTY — Application 6438. Wil-
liam H. Heise, care John C. Packard, attorney, Ches-
ter ^Villiams Building, 215 W. 5th St., Los Angeles,
for 12 c.f.s. from Big Rock Creek to be diverted in
Sees. 6 and 8, T. 4 N., R. 9 W., S. B. M., for domestic
and irrigation purposes.

MENDOCINO COUNTY — Application 6426. Neil G.
Mackinnon. Cummings, for 2 c.f.s. from Big Dan Creek
tributarv to South Fork Eel River to be diverted in
Sec. 12, T. 23 N., R. 17 W., M. D. M., for irrigation
and domestic purposes on 16 acres. Estimated cost
$1,200.

PLACER AND NEVADA COUNTIES — Application
6443. Bear River Water and Power Co., care J. L.
Rollins, Colfax, for 100,000 a.f. per annum from Bear
River and its tributaries tributary to Feather River
to be diverted in Sec. 22, T. 15 N.. R. 9 E., M. D. M.,
and Sec. 27, T. 15 N., R. 9 E., M. D. M., for power
purposes. Water is a vailable at lower levels for
additional power for agricultural purposes and for
domestic use. Estimated cost $2,000,000 to $2,500,000.

SACRAMENTO COUNTY — Application 6431. V. A.
Palmer, 2800 Second Ave., Sacramento, for 200 gals,
per day from unnamed stream tributary to South Fork

36

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

of American River to be diverted in Sec. 24, T. 1 1 N.,
R. 16 E.. M. D. M., for domestic purposes. Estimated
cost $200.

SACRA^rENTO COUNTY — Application 6434. Golda
O. Whipple. Rt. 6, 4540, Sacramento, for 0.31 c.f.s.
from Drv Creek tributarv to Sacramento River, to be
diverted in Sec. 32, T. 10 X., R. 5 B., M. D. M., for
irrigation purposes.

SAX DIEGO COUXTY — Application 6445. Harold
S. Kibbey, Lakeside, for 0.05 c.f.s. from unnamed
spring tributarv to San Vicente Creek watershed to
be diverted in Sec. 5, T. 15 S.. R. 1 E., S. B. M.. for
domestic irrig-ation and stock watering purposes.
Estimated cost $1,000.

SAX JOAQUIX COUXTY — Application 6430. C. B.
Orvis, Stockton, for 12.0 c.f.s. from State Canal tribu-
tary to South Fork of Mokelumne River to be diverted
in Sec. 15, T. 4 X., R. 5 E., M. D. M., for agricultural
IJurposes. Estimated cost $6,500.

SAX JOAQUIX COUXTY — Application 6 432. R. C.
Houston and Raymond W. Miller, Linden, for 100,000
a.f. per annum from Calaveras River tributary to San
Joaquin River to be diverted in Sec. 31, T. 4. N., R. 11
E., M. D. M., for irrigation and domestic purposes.

SIERRA COUNTY — Application 6433. J. B. Harris,
care R. E. Taylor, Downieville, for 0.125 c.f.s. from
2 unnamed springs tributary to Goodyear Creek and
Xorth Fork Yuba River to be diverted in Sec. 32, T.
20 X., R. 10 E., M. D. AI., for power purposes. Esti-
mated cost $500.

SISKIYOU COUXTY — Application 6427. Frank L.
Cunningham, Happy Camp, for 10 c.f.s. from Oak Flat
Creek tributary to Klamath River to be diverted in
Sec. 32, T. 16 X., R. 7 E., H. M.. for power purposes.
Estimated cost $1,000.

SOLAXO COUXTY — Application 6444. A. C. and
Minnie T. Sullivan, Winters, for 0.37 c.f.s. from Miller
or Pleasant Valley Creek tributary to Putah Creek
to be diverted in Sees. 1 and 2, T. 7 X., R. 2 W., M.
D. ;\I., for irrigation purposes.

TRIXITY COUXTY — Application 6 429. C. M. Sal-
yer. Trinity County, for 125 c.f.s. from Campbell Creek
(sometimes known as Madden and Vergin Creek)
tributary to South Fork of the Trinity River to be
diverted in Sec. 20, T. 6 X., R. 5 E., H. B. M., for
hydraulic mining purposes. ppimmr*.

Permits to Appropriate Water Issued by

Department of Public Works, Division of Water
Resources, During September, 1929.

EL DORADO COUXTY— Permit 3335, Application
6006. Issued to L. G. Johnson, Arbuckle, Sept. 28,
i;t29, for 200 gals, per day from Channel Spring in
Sec. 15, T. 11 X., R. 17 E., M. D. M., for domestic
purposes. Estimated cost $75.

EL DORADO COUNTY — Permit 3328, Application
6238. Issued to Pacific Gas & Electric Co., San Fran-
cisco, Sept. 16, i;t29, for 0.025 c.f.s from unnamed
spring in Sec. 30, T. 11 X., R. 14 E., M. D. M., for
domestic and industrial use. Estimated cost $1,000.

HUMBOLDT COUXTY — Permit 3329, Application
6 391. Issued to Thos. H. Salvage, Eureka, Sept. 23,
1929, for 0.01 c.f.s. from unnamed spring in Sec. 30,
T. 2 S., R. 1 W., H. M., for irrigation and domestic
purposes. Estimated cost $300.

INYO COUXTY— Permit 3330, Application 3391.
Issued to Alfred (liraud. Bishop, Sept. 26, 1929, for
O.003 c.f.s. from Eaton Springs in Sec. 12, T. 23 S.,
R. 41 E., M. D. M., for watering stock. Estimated cost
$750.

MADERA COUNTY — Permit 3336, Application 5769.
Issued to J. H. Woodon and J. R. Bowler, Fresno, Sept.
28, 1929, for 2 c.f.s. direct diversion and 200 a.f. stor-
age from Jackass Creek and Jackass Lake, in Sees.
4 and 10, T. 5 S.. R. 24 E., M. D. M., for power. 40
h.p. to be developed. Estimated cost $500.

MEXDOCINO COUXTY — Permit 3327, Application
6018. Issued to "W". A. Foster, Willits, Sept. 13, 1929,
for 0.1 c.f.s. from Rattlesnake Creek in Sec. 20, T. 23
N., R. 16 W., M. D. M., for irrigation and domestic
use. Estimated cost $400.

MOXO COUXTY — Permit 3337, Application 6054.
Issued to Xyle Smith, Los Angeles, Sept. 30, 1929, for
200 gals, per day from unnamed spring in Sec. 16, T.
4 S., R. 27 E., M. D. M., for domestic use. Estimated
cost $35.

MOXO COUXTY — Permit 3326. Application 6321.
Issued to M. Zuckerman, Inc., Stockton, Sept. 12, 1929,

for 200 gals, per day from Rock Creek in Sec. 33, T. 4
S., R. 30 E., M. D. M., for domestic purposes. Esti-
mated cost $400.

MOXO COUXTY — Permit 3325, Application 6320.
Issued to John S. Zuckerman, Berkeley, Sept. 12, 1929,
for 200 gals, per day from Rock Creek in Sec. 33, T. 4
S., R. 30 E., M. D. M., for domestic purposes. Esti-
mated cost $50.

PLUMAS COUNTY — Permit 3322, Application 6314.
Issued to W. M. Cayton, Virgilia, Sept. 11, 1929, for
0.044 c.f.s. from unnamed spring in Sec. 20, T. 25 N.,
R. 8 E., M. D. M., for domestic and irrigation use on
IJ acres

SAN BERNARDINO COUXTY— Permit 3332. Appli-
cation 6300. Issued to Homer Aldrich Rue, Los
Angeles, Sept. 27, 1929, for 0.31 c.f.s. from Horsethief
Canyon in Sec. 31, T. 3 N., R. 4 W., S. B. M., for irri-
gation of 25 acres and domestic use. Estimated cost
$2,500.

SAN BERNARDINO COUNTY — Permit 3331, Appli-
cation 6165. Issued to Homer Aldrich Rue. M.D., Los
Angeles, Sept. 27, 1929, for 0.50 c.f.s. from Horsethief
Canyon in Sec. 31, T. 3 N., R. 4 W., S. B. M., for
domestic use and irrigation of 40 acres. Estimated cost
$2,000.

SAN BERNARDINO COUNTY — Permit 3333. Appli-
cation 6221. Issued to Frank Marek, Summit, Sept. 27,
1929, for 0.06 c.f.s. from Horsethief Canyon and Mojave
River in Sec. 36, T. 3 N., R. 5 W., S. B. M., for domestic
use and irrigation of 3 acres.

SAN JOAQUIX COUXTY — Permit 3324, Application
6180. Issued to Mollie Ra.spo, Banta, Sept. 12, 1929,
for 9.75 c.f.s. from Lone Tree Creek in Sec. 6, T. 4 S.,
R. 6 E., M. D. M., for irrigation of 780 acres. Esti-
mated cost $1,000.

SAX JOAQUIX COUXTY — Permit 3320, Application
6316. Issued to C. B. and W. S. Orvis, Stockton, Sept.
6, 1929, for 10.12 c.f.s. from Upland Canal in Sec. 33,
T. 4 X., R. 5 E., M. D. M., for irrigation use. Esti-
mated cost $6,500.

SAN JOAQUIN COUNTY — Permit 3319, Application
6315. Issued to The Inland Finance Corporation,
Stockton, Sept. 6, 1929, for 3.1 c.f.s. from Upland Canal
in Sec. 33, T. 4 N., R. 5 E., M. D. M, for irrigation of
248.2 acres. Estimated co.st $6,500.

SISKIYOU COUNTY — Permit 3321, Application 6095.
ssued to G. D. and J. G. Williamson et al.. Chico,
ept. 10, 1929, for 15 c.f.s. from 3 unnamed creeks in
Sec. 29, T. 14 N., R. 6 E., H. B. M., for mining pur-
poses. Estimated cost $2,500.

TUOLUMNE COUNTY — Permit 3323, Application
6 352. Issued to Isabel Laughlin Raube, Modesto, Sept.
11, 1929, for 0.0025 c.f.s. from spring in Sec. 12, T. 1
X'^., R. 15 E., M. D. M., for domestic purposes. Esti-
mated cost $110.

VENTURA COUNTY— Permit 3334, Application
6261. Issued to Sam J. Akers, Fillmore, Sept. 27, 1929,
for 0.26 c.f.s. from Sespe River in Sec. 12, T. 4 N., R.
20 W., S. B. M., for 2112 acres, irrigation and domestic.
Estimated cost $1,000.

AWARD OF CONTRACTS
DIVISION OF ARCHITECTURE

SAN DIEGO STATE TEACHERS COLLEGE — Pet-
tifer Hunt Company — For general work on the
Academic Building. Contract price, $137,350.

W. H. Robinson — For heating, ventilating and plumb-
ing work on the Academic Building. Contract price,
$25,722.

Capitol Electric Company — For electrical work on
the Academic Building. Contract price, $13,720.

MENDOCINO STATE HOSPITAL (Talmage)— J. S.
Hannah — For general work on wards "15" and "K."
Contract price, $99,900.

Collins Electrical Company — For electrical work on
above buildings. Contract price, $2,983.

Xottingham Heating and Ventilating Company — For
plumbing and heating on the above buildings. Con-
tract price, $19,666.

SAX FRAXCISCO STATE TEACHERS COLLEGE —
F. C. Amoroso & Son.s — For constructing sidewalk and
retaining wall. Contract price, $15,897.

CALIFORXIA POLYTECHXIC SCHOOL — R. S. K.
MacAIillan — For general work on Boys' Dormitory.
Contract price, $27,900.

Walter H. Smith — For mechanical work on above.
Contract price, $8,675.

STATE OF CALIFORNIA

Department of Public Works

HEVDQU\RTERS PUBLIC WORKS BUILDING, ELEVENTH AND P STS , SACRAMENTO

C. C. YOUNG Governor

B. B. MEEK__- Director

Corning De Saules Deputy Director

DIVISION OF HIGHWAYS

CALIFORNIA HIGHWAY COMMISSION

RALPH W. BULL, Chairman, Eureka

J. P. BAUMGARTNER, Commissioner, Santa Ana

M. B. HARRIS, Commissioner, Patterson BIdg., Fresno

JOSEPH M. SCHENCK, Commissioner, c/o United

Artists Studio, Santa Monica Blvd., Los Angeles
FRED S. MOODY, Commissioner, 640 Kohl Bldg.,

San Francisco

C. H. PURCELL, State Highway Engineer, Sacramento

GEORGE C. MANSFIELD, Secretary

HARRY A. ENCELL, Attorney, San Francisco

HEADQUARTERS STAFF, SACRAMENTO

G. T. McCOY, Administrative Assistant

L. V. CAMPBELL, Office Engineer

T. E. STANTON, Materials and Research Engineer

FRED J. GRUMM, Engineer of Surveys and Plans

C. S. POPE, Construction Engineer

T. H. DENNIS, Maintenance Engineer

CHAS. E. ANDREW, Bridge Engineer

R. H. STALNAKER, Equipment Engineer

E. R. HIGGINS, Chief Accountant

DISTRICT ENGINEERS

F. W. HASELWOOD, District I, Eureka

H. S. COMLY, District II, Redding

CHARLES H. WHITMORE, District III, Sacramento

J. H. SKEGGS, District IV, San Francisco

L. H. GIBSON, District V, San Luis Obispo

E. E. WALLACE, District VI, Fresno

S. V. CORTELYOU, District VII, Los Angeles

E. Q. SULLIVAN, District VIII, San Bernardino

F. G. SOMNER, District IX, Bishop

R. E. PIERCE, District X, Sacramento

General Headquarters, Public Works Building,

Eleventh and P Streets, Sacramento, California

DIVISION OF WATER RESOURCES

EDWARD HYATT, State Engineer, Chief of Division

J. J. HALEY, Jr., Administrative Assistant
HAROLD CONKLING, Deputy in Charge Water Rights

A. D. EDMONSTON, Deputy in Charge Water

Resources Investigation

R. L. JONES, Deputy in Charge Flood Control and

Reclamation

GEORGE AV. HA^VLEY, Deputy in Charge of Dams

SPENCER BURROUGHS, Attorney

EVERETT N. BRYAN, Hydraulic Engineer, Water

Rights

A. N. BURCH, Irrigation Investigations

H. M. STAFFORD, Sacramento-San Joaquin Water

Supervisor

GORDON ZANDER, Adjudication, Water Distribution

KATHERINE A. FEENY, Chief Clerk

MABEL FERRYMAN, Secretary

S. T. HARDING, Irrigation and Special Investigations

DIVISION OF ARCHITECTURE

GEO. B. McDOUGALL, Chief, Division of Architecture

P. T. POAGE, Assistant Architect

W. K. DAKIELS, Deputy Chief of Division

HEADQUARTERS

H. W. DeHAVEN, Chief Architectural Draftsman

C. H. KROMER, Structural Engineer

CARLETON PIERSON, Specification Writer

C. O. PALM, Chief Clerk

C. E. BERG, Engineer, Estimates and Costs

J. W. DUTTON, General Superintendent Construction

TV. H. ROCKINGHAM, Mechanical Engineer

C. A. HENDERLONG, Assistant Mechanical Engineer

W. M. CALLAHAN, Electrical Engineer

DIVISION OF MOTOR VEHICLES

FRANK G. SNOOK, Chief

EUGENE BISCAILUZ, Chief of California Highway

Patrol

DIVISION OF CONTRACTS AND
RIGHTS OF WAY

C. C. CARLETON, Chief

DIVISION OF PORTS

Port of Eureka — F. B. Barnum, Supervisor

Port of San Jose — Not appointed

Port of San Diego — Edgar A. Luce

OCT 2 9 1929

i STATE HIGHWAYS IN CALIFORNIA SHOWING THE PRIMARY AND SECOND-
I ARY ROAD SYSTEMS AND THE DIVISION OF THE STATE UNDER THE

BREED BILL.

71216 10-29 6600

CALIFORNIA STATE PRINTING OFFICE
SACRAMENTO, 1929

Official Journal jaf the Department of PublicWorks

*\C/. ^IT •

♦State oP^alifornicb

NOVEMBER

19^9

^029

Table of Contents

Page

Measuring the Water Crop in California's Snow Fields 1

By Harloive M. Stafford.

How California is Solving the Problem of Separating High-
ways and Railroads 3

By Harry McClelland.

Registration of Contractors 5

Careless Faults of Careful Drivers 6

By Eugene Biscailuz.

Scenes of the Dedication of the Bayshore Highway 8

The Bayshore Highway Dedication 9

By Col. John H. Skeggs.

Heavy Work on Southern Roads 11

Secretary Hyde Offers Billboard Suggestion 12

Redwood Highway Section Relocated 13

How California Plans its Hospitals 14

State Highway Clippings, Letters and Comments 16 to 18

Autos to Create New Type of City 22

U. S. Highway Program 22

High Points in October Awards 24

Validity of 1929 Dam Law Uplield 27

October Activities of the Division of Water Resources 29

jMotor Vehicle Division Reports 33

Report of the Division of Architecture 33

State Highway Progress Reports 34

Highway Bid Openings 37

Acceptances of Contracts 38

Water Permits and Applications 39

Awards of Architectural Contracts 40

Measuring the Water Crop

In California's Snow Fields

By Harlowe M. Stafford^ Hydraulic Engineer, Division of Water Resources, State Department of Public Works

Harlowe M. Stafford.

THROUGH appropriation by the 1929
legislature of $30,000 for the biennium
1929-1931, the State of California, act-
ing through its Department of Public Works,
Division of Water Resources, has definitely
entered the field of snow surveying.

The purpose of a state-wide snow survey
and the objects to be
attained are more or
less s e 1 f -evident.
The power com-
panies and a few of
Tlie irrigation dis-
tricts have recog-
nized the value of
knowing from snow
surveys in the early
spring what to ex-
pect as run-oif from
the snow in the
period April to July
or August. These
agencies have, there-
fore, been doing
snow survey work in
California for some
time, varying from thirteen years for the South
Yuba survej^s of the Pacific Gas and Electric
Company to one or two years work recently
inaugurated by irrigation districts on the
^liddle Yuba, Merced, and South Kings
rivers.

FUTURE VALUE

Looking into the not distant future, under
the consummation of ]3lans for a statewide
coordinated use of water, now the subject
of intensive administrative and legislative
investigation and planning, a single great
reservoir or group of reservoirs on one stream
may be required to coordinate as many as
seven apparently conflicting uses of water
such as, irrigation, power, flood control, muni-
cipal, navigation, salinity control and hydrau-
lic mining. In the intricate regulation that
will be here required, the value and the neces-
sity of run-off forecasts as derived from snow
surveys and meteorological oljservations can
hardly be questioned. It will be seen that the
benefits to be derived from an adequate
system of statewide snow surveys, and run-off
predictions are not confined to the immediate

practical or local uses by power companies,
irrigation districts, municipal districts, etc.,
in the administration of their projects. The
broader necessity is for such information to
guide the use of water from year to year over
large areas such as the entire length of the
Sacramento, the San Joaquin, and the Kings
rivers.

The purpose of the California snow survey
is not to supplant the work that is now being
done by individual agencies but rather to
cooperate with these agencies, to correlate,
standardize and expand the present work and,
as funds permit, to so extend the surveys
that annual forecasts of run-off for all of the
major stream basins of the Sierra may be
possible.

Investigation was made of the methods used
and results obtained in snow surveying by the

A snow surveyor at work.

1929

fAfjFoh'.MA mainvAYs .i.y/> riiiijc works

ayx'iK'ies in California that liave been doiny
tliis work and by other states. It was found
that in most every case the surveys, when
carefully conducted, had proven of practical
value and that reliable forecasts of run-otf
were ])0ssible.

-METHOD TO BE USED

As to the methods of snow surveying, the
most successful and one most widely used is
that pioneered and develojied by Dr. J. P].
Church, of the T'niversity of Nevada. This
method, known as the percentage method, is
that which California proposes to use in its
work. Briefly, the procedure under the i)er-
centage method comprehends the determina-
tion of the water content of tiie snow cover at
properly selected "snow courses" in eacli
basin or region by means of suitable sampling
apparatus and from the data obtained, the
determination of the percentage relationship
of the seasonal snow cover of that basin to
its normal: under tlv assumption that such
percentage is indicative of a corresi)onding
p( rcentage which the coming seasonal run-off
in the stream below bears to its normal.

The ])ercentagp metho 1 relies upon the fact
that the large storms which furnish the bulk
of the Avinter snow are com])aratively uniform
in intensity over considerable areas and it is
therefor.' i)<)ssible to select a few snow survev

Sandli.ii; slieltir iiut and .snow .survey headquarters
(in yit. Ro.se. «•

courses distributed over characteristic i)arts
of a stream basin, the averaged data from
which will furnish a close index of the sea-
>onal pen entag 's of snoAv coviu' for the entire
basin.

SELECTION OF COURSES

The selection of snow courses to ])roperly
represent each basin requires considerable
care and after a year or two it may be neces-
sary to change or subs-itute some of the first
si^hctions to tonally obtain suitable and re])re-

(C'ontinued on page 19.)

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SampHns tlie snow at Mt. Rose. Tlie snow is as dt-ep as tlie samjilfr is lonf

CM. I FORMA II 1(1 II WAYS AM) I'lltLIC WORKS

How California is Solving the Problem
of Separating Highways and Railroads

By Hakhv AIcClellaxd, Right of Way Agent, Division of Highways.

THE BOOKS abound with the ancient
maxim ' ' To state tlie problem is to solve
it." This not so simjile when we seek
tlie solution of the tremendous task of elimi-
nating the tragic dangers of grade crossings
on the state highway system of California.
At any rate here is the problem :

It is necessary for a motorist who seeks to
travel the 7000-mile net work of state high-
ways to traverse 559 railroad crossings. Of
this number 96 have been separated, 35 by
overhead crossings
and 61 by subways,
and over these our
traveler may drive
with ease and safety
but woe to him if he
does not "Stop, Look
and Listen" on the
other 463. To analvze
a little further: 'Of
these crossings a t
grade 87 are over
spur and side tracks
and 134 are within
the corporate limits
of cities.

We are of t h e
opinion that eventu-
ally at least 25 per
cent of these spur
track crossings, es-
pecially those which
intersect important
arteries o f traffic,
must of necessity be

eliminated. Nor do

we minimize the im-
portance of crossings within cities, but we will
nari-ow our ])roblem. We have left, therefore,
in California outsiele of mnnicipalities state
highways crossing 242 main line railroad
tracks at grade. This is the problem.

What of the .solution ?

The Department of Public Works, Division
of Highways, is now embarked on the most
comprehensive and ambitious program for the
elimination of grade crossings ever under-
taken in California. During the biennium
commencing July 1, 1929, and ending June
30, 1931. there will have been constructed 24

RAILROAD GRADE CROSSING

SITUATION IN PERSPECTIVE

There are at the present time on the state
highway system outside of municipalities 242
main line railroad tracks at grade.

On an average of once a month during the
next two years there will be incorporated into
the state highway system of California, a grade
separation structure.

Plans are being completed which contemplate
the elimination of at least ten dangerous grade
crossings by changing the routing and align-
ment of highways.

Including main line grade crossings both
within and without municipalities and grade
crossings over spur tracks, there are at present
559 railroad crossings. Of these crossings at
grade 87 are over spur and side tracks and 134
are within the corporate limits of cities. Even-
tually at least 25 per cent of these spur track
crossings must be eliminated.

To date there have been 96 grade separation
structures built, of which 35 are overhead cross-
ings and 61 subways. In 1931 there will have
been added 34 grade crossing eliminations.

overhead or subway structures on the more
important roads and at the most dangerous
railroad crossings. On an average of once a
month during the next two years there will
he incorporated into the great highway system
of California a grade separation.

This program is all the more remarkable
when we consider that after nearly 20 years
of state highway organization there are noAV
only 96 grade separations and that many of
these were constructed prior to that time and
inherited by the state
from counties and
cities.

Nor is that all.
Plans are being com-
pleted tvhich contem-
plate the elinmiation
of at least 10 danger-
ous grade crossings
hy changing the rout-
ing and alignment of
highways. The restdt
w i 11 he, therefore,
that in 1931, there
will have he en added
3'4 grade crossing
eliminations.

To accomplish this
entails an expendi-
ture of upward of
!f?3,000,000, but it is
dilYicult to measure in
dollars and cents the
protection of life and
the insurance o f
safety which is com-
mensurate with the
high standards which are being built into the
highways of California.

Before the state launched upon this great
undertaking there was prepared a complete
and comprehensive schedule to be folloAved.
All railroad companies whose interests were in
any way involved Avere apprised of the plans
and desires of the Department and the almost
universal cooperation which Avas accorded is
indicative of the vision and fairness of those
men who control the destinies of the railroads
of California.

Bv virtue of the Public T^tilities Act, the

CAfJFONXIA H/GHWAYS AND PUIilAC WORKS

California Railroad Commission has jurisdic-
tion to determine the necessity for a public
crossing over a railroad, the manner of the
crossing:, the adequacy of design, and to ap-
])ortion the cost of the construction between
the railroad and the political subdivision
aflfected. No grade separate structure may be
erected without an order from the Commis-
sion and all plans for the same must be
a])iiroved by that body.

There may be gleaned from a long line of
decisions which the Commission has handed
down, certain fundamental principles, which
have become precedents to be followed. Of
course every case presents a new problem and
must be considered in its own particular
merits, but certainly the following principles,
o-Qverning the division of costs between the

.">. Where a separation is constructed which does
not close an existing grade crossing the Commission
has generally divided the cost, 25 per cent to the rail-
road, and 75 per cent to the state.

These guideposts, governing the trouble-
some question of the conflicting equities in
the allocation of costs are based upon the
theory, which will be found running through
countless decisions of the Railroad Commis-
sion and has become firmly fixed, that irre-
spective of priority of location the railroads
have a continuing obligation to afford a safe
and convenient means of crossing their right
of way and tracks. This thought is clearly
stated and the ]n'inciple announced, in Deci-
sion 14408 wherein the Railroad Commission
says :

"The (luestion of the apportionment of the cost of

Before and after. The Hii

^hton grade crossing as it was before a grade separation structure was built, and
the present Brigliton subway.

railroad and tlie state, are now definitely
established.

1. Where a separation completely eliminates an
existing grade crossing, the cost of the structure
together with giadc and alignment in conformity with
highway standards is divided etiually between the
state and railroad. The slate is charged with the
cost of extra width of pavement in excess of the
existing width and the railroad with the cost of pro-
viding for extra tracks.

2. The cost of the improvement or replacing at a
different location of an inadequate existing separa-
tion is divided equally between the railroad and the
state, excluding the paving of the highway outside
the track supporting structure.

a grade separation as between the public and the
railroads is one that generally is not completely
susceptible of mathematical determination upon any
basis of relative benefits, relative hazards or relative
necessity. It is true, however, that railroads are
always constructed with the hope and expectation
that the communities which they are to serve Avill
grow in i)opulation and prosperity. Such gi-owth
brings with it new and divers hazards and, at the
same time, creates new obligations. On the other
hand, it appears fair and just that the public, the
growth of which in a large measure creates the new
dangers and necessities, should bear a part of the
cost of those facilities which will relieve these new
conditions, and, on the other hand, it seems equally
fair and just that the railroads which benefit directly

CALIFORNIA JIiailWAYS AND PIHUJC WOh'KS

The twin suliways at Seira in Orange County.

a 11(1 ill a vital niauuer from the very growth in popu-
lation and traffic which creates the new hazards
should share iu the cost of minimizing them. The
rjiilroad, by its construction, incurs an obligation to
reduce to a minimum the hazard and inconvenience
to other traffic, that such a barrier interposes to free
coinmunication between the two portions of a com-
munity that it so divides. This obligation continues
and increases with the development of the community

Undergrade crossing on state highway near Whittier
in Los Angeles County consisting of two 30-foot road-
ways.

wjiich it serves. The absence of any logical or mathe-
matical measuring stick by which to test, the tisual
crossing separation cost apportionment problem, early
led both this Commission and most parties appearing
before it to the conclusion that a fair method wotild
l)e the assessment of equal portions of the cost upon
the two major interests, and the .iustice of this con-
clusion has seldom been questioned."

rile Ir\ilie o\erlieii

>n the Coast Higliway in Orange
County.

Reports Progress
In Registration

Of Contractors

JAMES F. COLLINS, director of the
Department of Professional and Voca-
tional Standards, reported in part as fol-
lows to the October 30th meeting of the
Governor 's Council :

The work of the department during the past month
has continued to be centered around the registration
of contractors as the major activity. While the num-
ber of applications for licenses under the contractors'
registration law has not been as many as should be
the case, an increase in the daily number of applica-
tions received has been noted during the past two
weeks. A plan of direct mail contact with all known
contractors in California has been inaugurated, and
after the sending of the second and final notice it will
be necessary to take drastic action under the pro-
visions of the law. Due to lack of information regard-
ing the law, which has been found to be general
throughout the construction industry, it is the policy
of the department to reach all responsible contractors
with adequate information before the penalties of the
law are invoked.

CONTRACTORS REGISTRATION

Number of applications received 7,175

Number of applications returned 603

Number of applications approved 6,572

Number of licenses issued 6,572

Number of employees 15

In another decision the Commission said :

"In the vicinity of Sacramento, practically all I'ail-
roads are on high fills or trestles which act as
barriers to the safe and convenient flow of traffic
and to free growth of the surrounding country areas.
Even under ordinary conditions, the long, narrow
right of way of a railroad with its high speed trains
acts, to a certain extent, as such a barrier. The rail-
roads have thus incurred an obligation to participate
in the co.st of providing reasonably safe and con-
venient means of allowing the public to travel across
their lines."

That these propositions are readily accepted
by the railroad is shown by the fact that
rarely in recent years has it been necessary to
appeal to the Railroad Commission to adjudi-
cate differences between the railroads and the
state, respecting the allocation of costs of
grade separation structures.

When we first contemplate the elimination
of grade crossings, the task looms gigantic, as
indeed it is, but it is submitted that a continu-
ation of the comprehensive program, wiiich
has been inaugurated will result in removing
a great bulk of those hazards from the state
highways of California, within the next
decade.

OALIFONXIA H ran WAYS A\n PUBLIC M'ORKS

Careless Faults of Careful Drivers

By EuGKNE W. BiscAiLUZ, Superintendent of the California Highway Patrol

MY FIMEXD John is a traveling
salesman and wears out one car
every year. He is a careful driver.
John was in my office recently.

' ' I 've never been in an accident although
I've driven cars since they began making
'em," said John. "I never drive over about
40 and I seldom ever take any chances."

Two days later John M'as driving over a
rolling country in the hills not far from
Bakersfleld, trying to get home that night.
Just at the bottom of
a short hill he over-
took a truck loaded
witli farm produce.
Tlie truck was going
exas])eratingiy slow.
John fell in behind,
shifted into second.
Near the top, the
truck almost stopped.
John was now in low
and a n g r y. H e
stepped hard on the
gas, threw the car
into second again,
SAverved sharply to
the left and zoomed
by the truck just in
time to meet a tour-
ing car head-on that
was coming over the
hill.

TEN CARELESS FAULTS

OF CAREFUL DRIVERS;

ARE YOU GUILTY?

THE PRICE OF FOLLY

Fortunately, neither
car was going very
fast. John came out
with a few sci'atches
and the other driver

had a broken leg. John's insurance company
paid the hospital bills and had both cars
repaired.

"I knew when I was doing it that I
shouldn't," John confided to me afterward.
"But dang it all, I got a little sore. I took
the first chance in my life and got hooked."

But John is a careful driver !

Not long ago I was talking to George

, a theatrical agent. He buys big cars

and drives them hard. He is an expert
at the wheel and has an eye that measures
distance and the approach of other cars to the

In this article Eugene M. Biscailuz, Superin-
tendent of the California Highway Patrol, tells
of accident-causing practices of motorists,
who consider themselves as careful drivers.
Here is the list:

Attempt to pass cars (not always, but oc-
casionally) without knowing that you are in
the clear;

Take a chance on weak tires;

'Go nowhere in a hurry"'; in other words
speed without anything to be gained by speed;

Give signals in a sloppy manner;

Cut corners at corners where you think
traffic is light;

Follow other cars too closely;

Endanger coming traffic by glaring lights
on your car, at the same time "cussing" other
drivers for their lights;

Allow your rear light to be dimmed by dust
or dirt;

Drive down steep grades in high gear;

Do your driving according to your mood:
today carefully, tomorrow recklessly?

inch. He told me he liad never had an acci-
dent of any kind.

' ' How fast do you drive V I asked.

"0, not so fast," he said. "Thirty-five or
forty on the curves. Fifty and sometimes
sixty on the straight-a-Avay if none of your
men are around."

"That's pretty fast, old boy," I warned.
"You may get awaj' with it but you're tak-
ing a chance."

DISREGARDS JUDGMENT

One hot afternoon
about a week later,
Cjeorge headed south
from Fresno. Stop-
])ing for gas at a
service station near
tlie edge of the town
he noted one of his
tires had worn clear
through the tread
into the inner fabric.
"Hang it, I ought
to have that tire
taken off and my
spare put on," he
said to himself. "But
I guess it'll be all
right. I'm in an
awful hurry."

On a level road
with not a car in
sight George forgot
all about the M^eak
tire and stepped his
machine up to sixty.
He struck a small
chuck hole and the
tire went out with a
bang. Before he could control it, the car
headed into a telephone pole and turned over
twice. George crawled out not badly hurt
but he will carry a scar the rest of his life
over the right eye from flying glass. The car
was a wreck.

ALL HAVE FAULTS

I could go on giving examples of this kind
from now until doomsday. The point of it is
that every man, no matter how careful he
thinks he is as a driver has some faults that
ought to be corrected or will make a slip that

CAfJFORNlA IlirilfWAYS AAJ) VVlifjIC WOHKX

■will s])(']l disaster milcss he is coiil imiously
on the alert.

John lost his temper; George was careless.
And there yon are.

Somebody does make slips, every day in the
year. If yon want proof look at our statistical
records. More than 1000 killed in auto
crashes during the first six months of the
year and the total climbing steadily toward
the 2000 mark! :More than 25,000 i)ersons
injured in the state in motor mishaps in
eight months !

ARE AVOIDABLE

It is not idle talk when we say 95 per cent
of the accidents are avoidable. Out of the
thousands of cases we have examined very
few have been found where the circumstances
were such as to make the accident unavoid-
able.

The automobile as it is built today is prac-
tically foolproof. The accidents due to faulty
construction or to breakdowns in vital points,
such as the steering gear, are almost negli-
gible. Always, it is the driver ; not the car.

It has been most interesting for us to find
out that, as in John's case, most of the drivers
involved in accidents, when pinned right
down, will admit they were doing something
they shouldn't have been doing and that they
knew it heforehand.

PLENTY OF EXCUSES

"Yes, I had a feeling, I w^as going a little
too fast." * * * "Well, I was about even
with the train and I was a little afraid I
couldn 't make it but I took a chance. " * * *
"The hill did look a little steep but I thought
I could make it all right in high and I would
have been all right if I hadn't hit that gravel
just as I put the brakes on." * * * "Sure,
I knew I'd have to cut in but I didn't know
the other car was coming quite so fast."

These are only a few of the excuses.

The truth of it is that thousands of persons
who pride themselves on being careful drivers
are guilty every now and then of "taking a
chance." And no person is entitled to be
called a careful driver unless he drives care-
fully 100 per cent of his time.

What would it have availed John had he
passed the truck without accident? He
possibly would have saved from 10 to 25
seconds.

SPEED GAINS NOTHING

How much time does the man who drives at
fifty save over the man who drives at the
legal rate of forty ? In the course of eight
hours of driving he will only be about eighty
miles ahead.

(Continued on page 23.)

THE DEATH RECORD

The two thermometers pictured a'bove show the
danger of careless driving to tlie lives of the people of
California. Highway fatalities in 1928 totaled 1876
persons. If the present highway fatality rate in Cali-
fornia continues, 2050 persons will be killed this year
in automotive accidents in this state.

cM.iioitM.y inoHWAYx Axn I'lni.ic wurks

^ccrvzs at the.

Oedicatioi^

Saus'al ito_6l;^^I' bu ron

SAN FRANCISCO ^\'S?Vf Berkeley

^11 HK^

CALIFOI?XTA UfdinVAYH AM) PI liLIC WORKS

The Bay shore Highway Dedication

"By Col. John H. Skkggs, District lOiiKineer.

John H. Skeggs.

IT NDER the auspices of the leaders of the
J state and the city of San Francisco,
the last great natural barrier to free
comnuinication between the northern and
southern parts of the ])eninsnla, Avas formally
declared abolished with the dedication of the
Bayshore Highway, on October 20, 1929.

At impressive ceremonies
directed by Supervisor
Frank R. Havenner of San
Francisco, the Governor of
the state, C. C. Young, fol-
lowed by Congressman Rich-
ard J. Welch, Citv Engineer
]\r. M. 0 'Shaughnessy, State
Director of Public Works,
B. B. Meek, Sylvester J.
McAttee, representative of
civic bodies active in the
promotion of the highway,
and ^Mayor James Rolph,
commended the work accomplished and urged
the early completion of a southerly extension
to San Jose.

EARLY HISTORY

Since early days, San Francisco, because
of the topography, has had to content herself
with two woefully inadequate vehicular out-
lets to the south ; on all other sides, deep
Avater both hampered and promoted her
development. Of these two roads, the central
one, known as El Camino Real or the Penin-
sula Highway, noAv Route 2 of the state high-
Avay, had the greater share of the traffic on
account of its geographic position with respect
to the traffic arteries of the older towns, and
its better grades and alignment.

The other road, northerly of its junction
Avith El Camino Real, at a point about 11
miles south of the center of the city, folloAved

Views on the opposite page show the spectacle
in San Francisco when the Bayshore Highway
was dedicated on October 20, 1929. The upper
view shows the crowd in attendance. Below is
a view of the parade and a picture of a section
of the highway. The other three pictures shovv/
Governor C. C. Young, M. M. O'Shaughnessy,
City Engineer of San Francisco, and B. B. Meek,
Director of the Department of Public Works
(lower left hand picture) addressing the crowd
who attended the dedication ceremonies.

tlie bay shore, alternately dipi)ing far inland
to avoid marshy ground, and then equally as
far bayAvard to swing around rocky headlands.
The construction of the Southern Pacific Rail-
road bay shore cutoff in 1906 changed the
location of the then existing road consider-
ably, but still on narroAv right of way and road-
bed, on inferior alignment and grades, but
Avorst of all, dumped the traffic into San Fran-
cisco on ill paved, narrow streets, hard to
find, twisting and bending their way nowhere
in particular. Small Avonder that in those
days it afforded little relief for the swelling
traffic on El Camino Real, Avhere congestion
had long reached an intolerable stage the
entire length of the road from San Francisco
to San Jose.

The answer to the im])erious demands of the
traffic was soon discovered by civic leaders
and engineers of the city and state, and con-
sisted of two parts, first : the widening and
improATment of El Camino Real, Avhich Avas
undertaken f orthAvith ; second : a neAV, broad
highAvay from near the center of the city to
San Jose, located as far east as practicable,
of the central highAvays and the towns strung
like beads along it.

The agitation for the construction of the
ncAV highway came to a head in the 1923 legis-
lature, Avhen a statute Avas passed creating the
Bayshore HigliAvay and a later act in 1925
established this route as an integral part of
the state highAvay system, extending from
Army and Potrero streets in the heart of San
Francisco to the city of San Jose.

CONSTRUCTION COMMENCES

It is one thing to establish a highAvay on
paper by legal enactment ; it is quite another
to establish it on the ground Avithout funds,
and the project might liaA^e languished for
some time, if the city of San Francisco had
not stepped into the breach Avith a contribu-
tion of $500,000, thus enabling the construc-
tion of 5.2 miles, the first unit from South San
Francisco to Burlingame in 1924 and 1925.

This section of the highAvay is located across
marsh and tidelands and iuA'oh'ed many
engineering difficulties. It Avas for rough
grading only and com])letion of the contract
was of small use to the traffic on account of
the diificulty of finding the two ends and cross-
ing the main tracks of the Southern Pacific
at grade.

10

C'ALIFONMA IIICIHWAYS AND PUBLIC WORKS

This ^vol•k was iiumediately followed by the
construction of the great South San Fran-
cisco underpass at a cost of approximately
$275,000 and the surfacing of the section
above described in 1928. At the same time
a southerly extension 3 miles in length from
Burlingame to San Mateo Avas constructed
and with the improvement of laterals the road,
for the first time, was of real relief to the
former main highway down the peninsula.
Before this road could come into its own,
however, there remained the 3.1 miles section
within San Francisco city limits and the 3^
nules section from the city limits to South
San Francisco to be financed and improved.

FILLING THE GAP

This work, in both instances, involved con-
struction of the heaviest character and on a
scale never before undertaken by either the
city or the state. The city 's share of the work,
3.1 miles in length, cost over $2,000,000 a
large share of the cost being for new right of
way and the moving, reconstructing or buy-
ing outright of over one hundred buildings.
The right of way on this section is not less
than 125 feet wide, with additional width to
take care of slopes where necessary. Small
attention was paid to existing streets and
nuich of the right of way is through new terri-
tory. A paved roadway 100 feet wide has
been constructed throughout, and for the
greater part of the distance sidewalks have
been installed 12^ feet wide on each side of
Ihe roadway. The standard type of pavement
is S inches of plain concrete with a surfacing
of 3 inches of asphaltic concrete. Fill sec-
tions where settlement may be expected have
been given a tem})orary surface. The stand-
ai-d inivement is noteworthy for its enormous
carr^'ing capacity and the care that was taken
in its construction to produce the highest
strength of Portland cement concrete and the
highest stability for the asphaltic concrete.

A ])leasing feature of this section is the
almost total absence of pole lines and un-
sightly street constructions of all kinds. Three
])edestrian subways are constructed under the
road to take care of the most dangerous pedes-
trian crossings.

At approximately the same time that the
city commenced work on its section, the state
aAvarded a contract for the 3| miles south of
the city, and throughout the construction
])eriod there was a friendly rivalry between
the engineei-s and the contractors on the two
sections to be the first at the finish. The
actual finish was practically a dead heat. Both
sections Avere in fine shape for the formal
opening.

This state highway Avas designed on stand-
ards higher than heretofore attempted, pro-
viding a minimum right of Avay Avidth of 125
feet throughout ; a maximum grade of 4 per
cent and curvatures not exceeding 1500 feet
except at one point OA^er the Southern Pacific's
Sierra Point tunnel, AA'here a radius of 750
feet Avas used. Because of the enormous cut
invoh^ed, even on this radius, over 400,000
cubic yards of material A\'ere moved and due
to landslides the end is not yet in sight.

The first three-fourths of a mile south of
San Francisco Avas graded full Avidth, gradu-
ally narroAving into a minimum of a 60-foot
roadAvay in cuts. The typical section of road-
Avay on fills also provided for a 60-foot road-
Avay. IIoAvever, due to the great volume of
slides many of the fills are also full Avidth.

A 2-foot bituminous macadam surface on an
8-inch Avaterbound macadam base 40 feet in
Avidtli was placed the length of the project.
This Avill later be replaced Avith permanent sur-
facing Avhen the fills have reached their full
settlement and Avhen funds are avaihdile.

CONSTRUCTION FEATURES

Extraordinary difficulties Avere encountered
during construction, hemmed in as this road
is by the Southern Pacific Railroad on one
side and the 44-inch Spring Valley Water
main sup])lying San Francisco's doAAiitoAA^n
and industrial district on the other. This
pipe line has been moved at many places to
clear the ncAV right of Avay. This operation
Avas difficult and expensiA-e totaling in cost
approximately $150,000.

A massive rubble retaining Avail over 300
feet in length, 24 feet in height above grade
and an equal amount beloAv grade had to be
constructed across the face of an old slide area
to hold the pipe line above the higlnvay and
prevent the slide from overrunning the road.
The construction of this Avail Avas a race be-
tAveen rainy Aveather and all the equipment
and men that the contractor could throAV into
the limited Avorking space.

Tender the ])ressure of the great sliding mass
12-inch by 12-inch cross-bracing crumbled
like matches and still there Avas no foundation
in sight. Anxiety for the safety of the large
force of men engaged in hand Avork 25 feet
beloAv the surface Avas constant and a great
sigh of relief Avent up Avhen it Avas finally
determined that suitable foundation had been
i-eached.

In the meantime slide moA-ements had taken
])lace under the trestle supporting the Spring
Valley pipe above, and some distance back of
the Avail and it was deemed expedient by the
Avater company and the district office that

(Continued on page 26.)

CArjIFOKNIA 111(1 II W AY fi AND PlJlihlC M'Oh'KH

11

Heavy Work on Southern Roads

ALL SUMJMER traffic lias been enjoying'
the use of the new highway to the San
Bernardino mountains. This road has
long been known as the Rim of the World
Highway or the Crest Drive. Early in the
spring a grading contract six miles long was
completed and thrown open to the public,
making the climb into the mountains possible
on high gear. During the spring and summer
months the road has been oiled and has now a
fine hard surface.

Throngs of motorists from the Los Angeles
metro])olitan district use this road every
week end. Since the completion of the new
link this traffic has greatly increased. The
oiling of the road and elimination of dust
has made the trip into the mountains a
pleasure. The old road had grades as steep
as 22 per cent and was dusty and disagree-
able.

EASTERN travelers entering southern
California via the Old Trails Highway
and southern California travelers to the
Grand Canyon and Zion Park regions, all go
through the Cajon Pass.

The upper part of the old Cajon Pass
road has long been a source of anxiety and
danger to travelers. The combination of
narrow road, many sharp turns and the great
chasm below has resulted in many serious
accidents in past years.

An entirely new road is now well toward
completion, eliminating the worst part of the

Thfc

ip around "Panorama Point." Thi.s point will
be beautified with forest trees.

A cut and fill on Cajon Pass.

present road. The map shows the new road,
compared with the present road.

In order to construct a neAV road on modern
standards in this rough country, it is neces-
sary to make great cuts and fills. This has
resulted in the very heavj^ construction seen
in the photographs.

The San Bernardino Sim describes the
project as follows:

ViCTORViLLE, Oft. 3. — Mountains are being moved
along the westerly side of Cajon Pass in the recon-
struction work being done on the National Old Trails.
The work is of such a stupendous nature that the
topography of the pass will show a material trans-
formation. Few people conceived the magnitude of

12

CATAFOUMA HIGHWAYS AKID PUfUJC WORKS

the project until they saw the mountain crest moved
away and deep, wide cuts made huj;e fills in the
canyons below the new road.

The contractors have projiressed with the construc-
tion work until it is possible to set an adequate
conception of the new highway curves for more tlian
three miles through the pass. The new road will be
safe as compared with the present route with its many

^'it•w

if tile completed oiled .surface on the edge of
Big Bear Lake.

acute curves. The scenic outlook will be as enter-
taining as from the present road, and the occupants
of an automobile may enjoy it without fear of meet-
ing some wild driver trying to take all of the roadway
on .n sharp turn.

SCKXIC C'lIAHM 'lO I!K RKTAINICI)

Those wiio have tra\('led day after day through
file Cajon I'ass may have Iiecome so accustomed to
it as to fail in apiireciation of its charm, but those
who traverse the region for the first time ;ire delighted
with its peculiar beauty and ever chauKinj;- phases
of interest.

The contractors hope to have the new section
of the highway complete and ready for travel in
January or February unless the early part of the
winter is unusually wet.

Secretary Hyde
Offers 3 Definite
Suggestions for
Billboard Curb

ARTHUR M. HYDE, secretary of the
U. S. Department of Agriculture has
addressed a letter to Ralph W. Bull,
chairman of the California Highway Commis-
sion, containing three suggestions for the bet-
terment of billboard conditions along high-
ways. Mr. Hyde 's letter is as follows :

DEPARTMENT OF AGRICULTURE
Washington, D. C.

October 22, 1929.
Mr. Ralph W. Bull, Chairman,
California Highway Commission,
Sacramento, California.

Dear Mr. Bull:

In a communication from the Outdoor Advertising
Association of America I recently received three con-
crete suggestions for the improvement of conditions
in regard to highway advertising signs. I am trans-
mitting these suggestions, which are :

1. Participation by engineers of the Bureau of Pub-
lic Roads in the selection of scenic sections where
objectionable roadside conditions should be immedi-
ately remedied, and in the allied activities of the
association's state organization.

2. Reports from the highway engineers to the Com-
mittee on Public Relations of the Outdoor Advertising
Association of America, 2 Park Avenue, New York
City, on specific structures and locations which are
traffic hazards, which obscure the view of highway
markers, or which are otherwise objectionable. Prompt
action will follow.

3. Similar cooperation on the part of all members
of the American Association of State Highway
()ffici;ils in their respective states.

I have of course no intention or desire either to
add to the burdens of highway officials or to influence
their action further than such merit as these sugges-
tions may have, would naturally imply. You are
invited to communicate these suggestions to such
members of your force as would be interested, leaving
to them such action as they may care to take in con-
nection with conditions which they may feel to be
obiectionablc.

Sincerely,

(Signed) Arthur M. Hyde
Secretary.

Tliere are 56 sliarp curves on the present
traveled road, many of which can not be
traveled safely at more titan 15 miles per
liour. On the new road there will be 11 easy
curves, all of which can safely be traveled at
full legal speed limit.

lOAA^'A — Rtiral speed limit on vehicles weighing less
tlian tlirep tons has been removed.

CALIFORNIA HIGHWAYS AND PUBLIC WOh'KS

13

Redwood Highway Section Relocated

>,;iil^ Li3lJ^"' —'- ''

THE REL0CATI(3N of the section of
the Redwood Highway between Clover-
dale and Hopland to follow the Russian
River in place of the present location over
the mountains has been approved by the Cali-
fornia Highway Commission following a
recommendation to this effect made by the
Division of Highways. The decision is sub-
ject only to approval by Attorney General
Webb as to certain legal questions involved in
the transfer of the highway to a new location.

The decision was based upon a careful
study of all possible routes for this section
of the highway. The river route showed the
following decided advantages :

It is approximately three miles shorter
than the present mountain route and a mile
shorter than the next best alternative route.

Grade and alignment on the river route are
excellent, making fast, safe and economic
service possible under all conditions.

A large amount will be saved in initial
reconstruction costs.

Saving in investment, reduction in distance
and elimination of grades produce a capital-
ized value in favor of the route amounting to
$960,000 immediately and $1,680,000 in five
years when traffic will double.

It will be a scenic river route with camp
sites available.

It will readily respond to future widening.

It is the only practicable method of elimi-
nating maximum grades that will aggregate
eight miles in length by way of the alternative
mountain route. On the latter some sharp
curvature is also unavoidable.

The possibility of serious slide conditions
on this route were carefully studied by
engineers of the Department of Public Works.
This same situation was also considered by
Dr. George E. Ladd, geologist for the U. S.
Bureau of Public Roads. All agreed upon
the practicability of constructing the river
route.

Authority has been granted to State High-
Avay Engineer C. H. Purcell, to make a stand-
ard survey of the river route to definitely
determine the details of location and the cost
of construction. As no provision for building
this section was included in the 1929-1931
budget, actual construction will not be pos-
sible during this biennium.

During an extremely cold spell in the Puget Sound
country, something gummed the works of a thenno-
meter hung outside the Chamber of Commerce building
and the worst it could do was seventy-two above.

Along came a man, bundled up to his ears, but still
shivering. For a moment he gazed at the thermo-
meter, then turned away in disgust, saying : "Ain't
that just like the Ciiamber of Commerce, anyway?"

14

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

How California Plans its Hospitals

By Carl E. Berg, Engineer of Estimates and Cost, Division of Architecture

A LARGE PART of tlie work of the Divi-
sion of Architecture is in connection
witli the state hospitals of which there
are eight at present, namely : Agnew, Mendo-
cino, Napa, Norwalk, Patton, Stockton, Pacific
Colony and Sonoma, with a ninth to be started
in tlie southern part of the state in 1930.

Each one of these
hos])itals is really a
small community or
town in itself and
some of the larger
hospitals have,
counting inmates
and employees, more
than 8500 people
within their borders,
for whom must be
l^rovided all the
comforts of modern
civilization.

The following

short description of

a few of the more

important buildings

and list of other

making up the modern state

capacity of approximately

an idea of the work

architect and the

construction and

Carl E. Berg

sti'ucturcs, etc.,

hospital, with a

8000 patients will give

to be performed by the

engineer in its planning,

maintenance, and the investment the state

must make in buildings, i)lants, equipment

and land.

THE RECEIVING BUILDING

Tlie first building the patient enters is the
so-called Receiving Building. This building,
generally a two-story fireproof structure, is a
liospital and ward building combined, and in
most instances contains s])ecial rooms for
treatment, such as hydrotherapy, light bath
and continuous bath. Tn this building the
])atient is ke|it for obsei'vation and treatm(>nt
for varied periods of time.

For a large institution, this building will
liave accommodations for approximately 175
l^atients and its cost will probably be $225,000,
fully e(|ui])])ed.

A TYI'ICAL WARD 15UILDING

From the Receiving Building the patients
are disti'ibuted to the various Avards accord-
ing to tli(^ classification given them. As

already stated, the different wards vary some-
what in their design according to the class
of patients they accommodate, and they are
either one- or two-story structures, housing
from 40 to 120 patients each, either in large
dormitories or in individual rooms. A typical
ward building will have dining room, with
serving kitchen, large living rooms, clothes
and shoe rooms, toilet, wash and bath rooms,
dormitories and single rooms for the patients,
and, as a rule, a few rooms with bathrooms
attached for the use of the attendants in
charge.

The cost of the different ward buildings
will, of course, vary somewhat, but for a large
hos])ital, will average slightly more than $700
per })atient, including the cost of furnishings.

INDUSTRIAL BUILDINGS

To keep the patients occupied, the hospital
employs as many as possible in the work
necessary for the running and upkeep of both
the main institution and the farm, and in
addition several shops or industrial buildings
are provided, where, under proper super-
vision, the patients are given healthful occu-
])ati()n, such as rug weaving, toy making,
embroidering, reed furniture making, etc.

These industrial buildings are generally
two-story fireproof buildings and cost ap-
liroximately $35,000 each, with equipment.

HOSPITAL RECREATION

For the patient's recreation, the modern
hospital provides one or more assembly halls
or auditoriums where movies and plays are
given several times a Aveek, and where Divine
service is conducted on Sundays. . Such an
assembly hall was recently completed at the
Norwalk State Hospital at a cost of $75,000,
including equipment.

THE ITOSPIT.\L KITCHEN

One of the most important buildings,
especially from the ])ati(Mit's and average
employees' stand{)oint, is the kitchen. Great
strides have been made in recent years in its
improvement.

A kitchen of the latest design is now under
construction at Patton State Hospital, con-
taining in addition, a bakery, large cold stor-
age ])lant and dining rooms for both employees
and ])atients. These dining rooms are
arranged on the cafeteria plan, an innovation

CALIFORNIA JfldllWAYS AND PUBLIC WORKS

15

introduced into the California Institutions by
tlie present Director of Institutions, Mr. Earl
E. Jensen, and Avhicli will eflfect considerable
saving' in food. Tlie cost of this kitchen, in-
eludin<i' equipment and bake oven, will be
approximately $150,000.

To house the employees in the way now
]ilanned, requires a large sum and for an
institution with a capacity of approximately
3000 iiatients will probably run $450,000. To
this should be added the cost of an employees'
club room, estimated at $65,000.

An Administration Building will cost
around $(30,000 and a phone system, approxi-
mately $5,000.

The Commissary, Store and Warehouse, will
probably cost $40,000.

THE COMPLETE PLANT

The above named are only a few of the
structures required by the modern hospital,
a complete list would include buildings listed
as follows : Receiving Building, wards for
3000 patients, two industrial buildings,
assembly hall, kitchen and dining hall,
employees' quarters, employees' club room,
administration building, phone system. Com-
missary and warehouse, powerhouse, stack
and .shops, boilers and powerhouse equipment,
cold storage and ice plant, laundry, cannery,
service connections, steam, gas, electric and
sewer, water system, including wells, pumps
and storage, sewage disposal plant, farm
buildings, etc.. miscellaneous structures, roads.

GROUNDS AND FARM

For the main institution, not less than 125
acres should be allowed, in order that the
buildings may not be in too close proximity,
and to allow adequate landscaping of the
grounds. At a conservative valuation, this
land will cost not less than $200 per acre.

The farm, which is an almost necessary ad-
junct to a state hospital, in that it furnishes
healthy outdoor work for the patients and
provides at small cost, both vegetables and
fruits, dairy products, eggs, poultry and fresh
meats, etc., generally comprises not less than
1000 acres of land.

PRESENT HOSPITAL POPULATION

The present inmate population of the eight
state hospitals is 16,883, and it is expected
that by 1939 this population will reach 22,300,
an increase of nearly 33 per cent in the next
ten years. ^Merely to plan and construct suf-
ficient buildings, etc., to take care of this
increase will involve a large amount of work
on the part of the Division of Architecture.

However, in addition to this, the inmate

capacity of practically all the state hospitals
today is less than the present needs, causing
overcrowding and making ])roper segrega-
tion difficult ; also making it impossible for the
hos])itals to accept commitment of many who
should be admitted and, to correct this con-
dition, many additional buildings will have
to be constructed.

Furthermore, the provision of proper
quarters for the em])loyees at the hospitals
has, in the past, been neglected to a great
extent, resulting in a large labor turnover,
with consequent difficulty in administration.
In order to remedy this condition, a much
larger construction program must now be
carried out than would have been required,
had suitable employees' quarters been pro-
vided in the past, as needed.

CHANGES IN HOSPITAL PLANNING

There has also been a decided change in the
attitude toward and treatment of the insane
and mentally affected, and, naturally, this
change has influenced the planning and con-
struction of the state hospitals.

The large three- and four-story barrack-like
structures of the last century are rapidly giv-
ing way to smaller one- and two-story build-
ings housing from 40 to 120 patients each, so
that the different types may be segregated and
each type have quarters especially designed
and equipped to give the maximum comfort to
that type. For instance, there are now under
construction or have recently been con-
structed, buildings designed especially for
tubercular patients, patients able to work, the
old and infirm, the untidy, the very dis-
turbed, etc.

This naturally means that many additional
buildings must be provided to replace old
and obsolete structures and also to replace
many temporary buildings built from time
to time when the need absolutely required it
and money for a ]iermanent structure could
not be obtained.

THE TEN-YEAR PROGRAM

From the above it is evident that the work
of the Division of Architecture in planning
and constructing for the state hospitals is
going to be considerably increased; fortu-
nately, a great help was given, not alone to
the Division of Architecture, but also to all
state agencies and state offices concerned with
any or all of the state institutions, when
Governor C. C. Young, in the early part of
his administration, requested the Director of
Public Works to have prepared a tentative
building construction program to cover the
next ten years. This program, the so-called

(Continued on page 26.)

16

CALIFORXIA HIGHWAYS AND PUBLIC WORKS

Highway Work

Praised by Chamber

of Commerce

Carmel Claims First
"Scenic Reserve"

Steam Shovel Un-
covers Indian Village

Who Has Right to
Right of Way?

Clippings, Letters and
Comment

Dealing With State Highways

Co

1 0

n e 1 Marshall

Ta

Iks

to New

York

Unusual Shade

Trees

in

California

W i

de

n i n g

Work

Wins

Commen

dation

Wasco

Likes

High-

1

way Strip!

ng

Highway Work Praised
by Chamber of Commerce.

The following letter from the San Bernar-
dino Chamber of Commerce written under
date of October 11, 1929. has been received by
the Cfdifornia Highway Commission:

San Bernardino, California,

October 11, 1929.

California State lligliway Commission,
Sacramento, California.
( Jcntlemen :

The Board of Directors of the San Bernardino
('liamber of Commerce has Avatched with particular
interest the work being done by the California State
Highway Commission, not only in this county, but
Ihroughont the state. It is apparent to the most
casu.-d observer that this is a i"eal program of Avork
and that the highways are being improved with some
dcMnite idea of continuity and final comiiletion. This
is a very pleasing and satisfactory situation.

It may not be amiss — occasionally at least — to
advise men in public office who are trying to serve
that their efforts are appreciated. TTn.selfish public
service from pidilic officials is accepted as a matter of
course, but when the work being done by any branch
of our state officials is so distinct in its accomplish-
ment, the Board of Directors of the San Bernardino
('liam!)er of Commerce feel that it calls for a i)articu-
lar expression of commendation.

Therefore, at the regular session of the Board of
l)ir(>ctors of the San Bernardino C^hamber of Com-
merce held this date, the i)r<'sident and secretary were
instructed to draft tliis letter, adding thereto the
statement that we l)elieve that under the direction of
Mr. B. B. Meek, the work on the state highways is
being carried forward in an efficient manner, iuid that
we feel we are fortunate in having his services in the
liosition he now occupies.

Of special importance to the people of San Bernar-
dino is the itrogram of work on state highways now
being carried on in this county, and it is evident that
every consideration possible is being given to the
iniiii'nvem:nt of the highways in this county and the
ultimate complet'on of the final links in this county.

The jieople of San liernardino city and of the
county as a whole are also highly appreciative of the
services of Mr. E. Q. Sullivan, who is in charge of
(liis division. [Mr. Sullivan is held in the verv highest

esteem by our citizens, and we know that he gives
his best attention to the work on hand and residts
are being accomplished.

Trusting that the foregoing will be considtu-ed in the
sjiirit in Avhich it is given, and that this Chamber of
Comnu'rce may have opportunity at some time to have
the Highway Commission, its engineers, and Mr. B.
B. Meek as our guests should occasion bring them to
San Bernardino, we are

Yours very truly,

San Bebxarpino Chamber of Commmerce,
R. D. McCook, President.
R. H. Mack, Secretary.

Carmel Claims First
"Scenic Reserve."

First honors are claimed for Carmel in the
following article taken from the October 11th
isstte of The Pine Cone of that place:

Another telling shot has been fired in the fight to
maintain the scenic beauty of California highways —
to keep them free from the nuisance that may be
summed up under the heading of "hot dog stands."

It is a shot of more than passing interest to
Carmel, for it concerns the Carmel Valley Highway.
This Ifi-mile stretch of highway is the first of a state-
wide chain of scenic reserves to protect the natural
beauty along California's highways.

Establishment of the first of these reserves in the
Carmel Valley is announced in the latest bulletin
released by the California State Chamber of Com-
merce.

Property owners along the Carmel Valley road, a
l(!-mile highwjiy in the INIonterey Bay area, have
signed i)ledges that advertising signs will not be
allowed upon their lands, according to the bulletin.

Unusual Trees Shade
the Way in California.

Till' Ch fist id II Science Monitor of October
9tli carried tli(^ following article :

IirXTIXCTON PARK— The love of trees and
their jireservation has provided W. ¥1. Ford, Com-
missioner of Streets in this city, with an oppor-
tunity of bringing verdure and beauty to an industrial

CALTFOJx'MA HIGHWAYS AND PIJHLIC WOh'KS

17

district, in tho planting of moro than 0000 trees since
the incorporation of Huntington Park in 1908. when
tlie city was named for the hite Henry Huntinjjton.

Twenty years ago this city was a small liandet,
;ind a iiortion of the old Cudahy Ranch. Many of tlu>
fine old trees from tlie walnut and oranf;e orchards
were pres<'rved by Mr. Ford at that time until it
became necessary to transplant for parks and streets
with the proH;ress of the community and the entrance
of indu.strial concerns.

Mr. Ford, who then received his appointment of
street commissioner besan at once a study of trees
and their adaptability to the soil of southern Cali-
fornia. He made his selections carefully.

For the trees which must weather all sorts of con-
ditions, especially the hot sun of this climate, pro-
vidinji' shade for the wayfarer, he selected black acacia
and the Australian umbrella because of the toughness
of their roots. Fifteen hundred acacias were planted
in one year.

Along the streets the "bottle" tree, a native of
Australia known as the sterecula, were used. Much
like the maples of the east, in appearance, the "bottle"
tree's roots are "tapped" and will hold the moisture
longer than any other tree, offering a good shade tree
for southern California.

In the parks, Mr. Ford planted palms, Arizona ash,
cedars, and Norway pine for beauty of sky line and
shade. For color late in the autumn be planted
dahlia trees that bloom only in November, scattering
lavender blossoms and a faint fragrance all during
the month as the rains begin.

Two old palms which once flourished on the Cudahy
ranch were successfully removed 20 years ago and
transplanted to the city hall park. Owing to the
special care which Mr. Ford gave the little tendrils
of the palm which make it one of the most difficult
of trees to transplant, the two trees are vigorous and
wide spreading todav.

Widening Work
Wins Commendations.

This from the Santa Cruz Xews of Octo-
ber 3d:

The State Highway Commission is obliged, for want
of funds, to carry on further this winter the widen-
ing of the highway from Santa Cruz to Los Gatos.
The Commission has certainly done splendid work in
this direction thus far, and the public is appreciative
of benefiits received.

Wasco Likes
Highway Striping.

The Wasco Xews of October 11th has the
following- to say:

The State Highway Commission will get a letter
of commendation from the Wasco Exchange Club
regarding the white line painted down the center
of the highway from Famosa south. This action is
being taken at the suggestion of C. A. Campbell, who
said that the line was very helpful to night drivers.

Many members of the club agreed that this was the
case. Ray Woollomes, supervisor, stated that he
understood that the Highway Commission planned to
paint a white line 12 inches from the shoulders of
the paving too, with the object of keeping people away
from the edge, and thus saving the highway.

Who Has Right to
Right of Way?

^Motorists who are tinicky about the right
of way at intersections and are inclined to
"bawl out" the other driver are invited to
read the latest decision of the Supreme Court
in Washington on a case involving this point.
The court decided that the right or preference
at a crossings does not arise except when
drivers are approaching at the same time and
approximately the same si)eed. Then the one
on the right has the right of Avay. It is no
excuse to say that trees obscured the way, for
this should only increase tlie vigilance. When
a driver approaches a street intersection, and
sees another approaching from his right, and
near enough so that there is reasonable danger
of collision if both proceed, then it is his duty
to yield the right of way.

"Squaw Rock" Scenic
Feature of New Sector.

This is from the Redwood 'Journal of
Ukiah:

The favoring of the east side of the Russian River
road instead of the present Cbtverdale-Hopland grade
promises to bring to tourists a "million dollars worth
oi scenery" within a few miles.

Among the high lights of scenery along the east
side road is "Squaw Rock," a natural masterpiece in
rock which has been encircled with a halo of mystery
for years through Indian legend.

According to Indian legend. "Squaw Rock," a huge
stone precipice marked by the hand of Nature with
a roughly hewn stone semblance of a human counte-
nance, was about a hundred years ago the haunt of
a mysterious Indian woman — blonde, and almost an
enchantress.

In the story told by remaining members of the
disappearing race, the blonde Indian woman enticed
Indians to their death on this rock. A cave, said to
be her home, still is pointed out near the rock.

Finally, legend says, she enticed away the son of
an Indian chief, and vengeful members of the tribe
drove her to her doom over the towering rocks.

Therein, it is said, lies the foundation of the name
"Squaw Rock," one of the old west's legend-enshrined
bits of natural scenerv.

Anti-Abbreviation Poem
Was Itself Abbreviated.

It appears that the newspaper clipping
reprinted in the October number of Cali-
fornia Highways and Public Works, urging
that Califoniia be written in full and not
abbreviated, failed to carry the last six lines
of this poetic request for the proper spelling
of the state's name. Mrs. Al Utter of Ukiah,
author of the poetic appeal referred to, has
sent California Highways and Public
Works a complete and authentic copy of her

18

CALIFOh'XIA HIGHWAYS AND PUBLIC WORKS

poriii. The eoiK'huling lines Avhieh did not

appear in the clipping previously published,

are as follows:

So write! Don't be lazy! This state gives one pep.

TIk' least one ean do in return is get hep

And don't ( ut her name down to "Cal." or "Calif."

Makes one think you might feel as though or as if

Should you write the full name some nit-wit might

scorn you ;
Sueh a fine-looking word, too! So CALIFORNIA!

Secondary Highway-
Study Commended.

lender the heading "Prog-ress of State
lliglnvay Work," the Redlands Facts edi-
torializes as follows :

I'ossibly no other public enterprise looms larger in
the minds of most of us than that directed toward
completing our great highway system. Good roads
(•ertainly help to bring prosperity and to the construc-
tion of an adequate system, the state is committed.

At the last session of the legislature it was ordered
that the Department of Public Works carry on some
studies as to highways not now included in either the
primary or secondary systems previously approved,
with the thought in mind of later placing these roads
into the latter category. Director Meek of the Depart-
nient now reports the progress he is making with
this work, and it appears that his Department is
using due diligence in prosecuting the work.

Thi> method of procedure has been a careful field
reconn.nissance with the aid of all available maps,
topographical sheets, traversing the country between
the designated termini, to compare all possible routes ;
estimates which are made up in considerable detail
to cover the cost of grading mile per mile, individual
bridges of any size, cost of right of way for each mile,
and the cost of grading, paving and temporary sur-
facing where necessary.

A traffic survey in connection with the roads being
studied has been going on continuously. Two density
counts have been made for the entire system of
stations, and the special crew whi(;h has been engaged
continuously on the information count has completed
I wo rounds of the information stations sehn'ted.

Talk Across Nation
Without Their Voices.

This from the Napa Register.

Kecently, two men, each e(iuii)ped with an artificial
larynx, engaged in a transcontinentl telephone con-
versation.

Col. R. B. Marshall, state highway employee of
Sacramento, who lost his voice through sickness two
years ago, talked over 3000 miles of telephone wire
to Sergius P. Grace, Assistant Vice President of the
Bell Telephone Laboratories in New York. Although
(irace has normal speech, he also used one of the
larynxes.

Marshall thanked Grace foi* the gift of the larynx,
a recent invention of the laboratories, which Grace
promised the speechless Californian while on a trip
to San Francisco last April.

Steam Shovel Uncovers
Ancient Indian Village.

Frank A. Gehriug, writing in the San Luis
Obispo Telegram, tells the following interest-
ing story :

lOvidences of an early day tragedy which wiped out
an ancient Indian village, were uncovered recently by
a steam shovel on the San Simeon-Carmel Highway.

In making a deep cut, the shovel unearthed skele-
tons, tomahawks, stone mortars, and other relics of
village life, and a 4-foot deep shell bed, indicating that
the villagers were fishermen and had spent many
years at the same spot, was uncovered. The village
was on the coast, between Villa and Alder creeks.

The fact that the village had been unearthed was not
discovered at once, as the material dug up was dropped
down the mountain side, and it w^as not until some
skeletons were found on the dump, that the existence
of the old village was known.

According to II. L. I.,eventon, superintendent in
charge of the highway construction, and who told of
the find to Lester II. Gibson, division engineer of the
State Highway Commission, the fact that all the
skeletons found were in a prone position, indicating
that the place dug up was a village, covered up by a
landslide, and not an Indian burial spot.

It was customary for the Indians on the coast to
bury their dead with their knees drawn up under
their chins, and the fact that none of the skeletons
found were in this position, Mr. Leventon believes,
indicated that a village was covered by the falling
earth from the higher hills.

The 4-foot thick bed of shells showed that the village
was of considerable extent and that it has been in the
same place for many years, else so deep an accumula-
tion of shells could not have developed.

That the village was of ancient origin was indicated
by the fact that nothing of a metal nature was found
in the objects uncovered, and the tomahawk heads un-
covered were all of chipped stone, while the Avooden
handles had disintegrated with time.

( )n one of the tomahawk heads, however, shreds of
the buckskin thong which bound it to the grip, still
remained.

One of the (lueerest of the finds was a skeleton with
the skull covered by a rounded out stone mortar, such
:is the Indians used for grinding grain.

AA'hether the mortar rolled into the position during
the landslide, or was placed there for some unknown
purpose, was one of the mysteries of the discovery.

Besides several tomahawk heads, thei'e wei"e num-
bers of stone arrowheads, stone mortars and pestles
and other relics of Indian village life. There was no
pottery of any kind, however, and this was another
reason for Mr. Leventon's opinion that the vill.'ige was
an exceedingly ancient one.

Descriptions of all the materials found were sent by
Mr. Leventon to the department of ethnology, at the
University of (California, for jiossible identification,
and the relics are being kept by him for further
examination .Mnd study liy officials of the state institu-

This from a boy :

"A bolt is a thing like a stick of hard metal such as
iron with ii square bunch on one end and a lot of
scratching wound around the other end. A nut is
similar to the bolt only just the opposite, being a hole
in a little chunk of iron sawed off short with wrinkles
around the inside of the hole."

CALIPONXTA niGinVAYS AXD PUBLIC WORKH

19

MEASURING THE WATER CROP

IN CALIFORNIA'S SNOW

FIELDS

(Continued from page 2.)

scntative courses. In general the site of a
snow course must be one "wliere tlie snow will
lie unit'ornily and where ground irregularities
are a niininuim. Usually a sheltered flat or
meadow furnishes the best location. It should
he of sufficient size that a fairly long "major"
course and possibly a "minor" course at
ap])roximately right angles may be laid out.
With courses 500 feet long or less the measure-
ments of snow depth and "water content are
made at 25-foot intervals. With longer
courses the interval niay be 50 or 100 feet.
Each course is accurately located at the angle
points and ends by suitable markers placed
above maximum snow depth so that on each
survey the measurements will be taken at
identical points as determined by tape
measurements from tlie same initial point.

EQUIPMENT

The essential equipment in the determina-
tion of snow depth and water content at the
])oints along the courses comprises a light
jointed steel sampling tube equipped with a
serrated annular cutting bit, and a scale. The
tubes are made up in 5-foot sections for con-
venience in transportation. Narrow slots cut
in the walls of the tubing provides windows
through which to observe the column of snow
within and through which to insert a tool for
cleaning out the snow^ The outside of the
tubes is graduated to read in inches. The
scale may be supported on the skii staff and
Avhen a core of snow has been obtained with
the tube the tube and snow are Aveighed
together by placing the tube in the support-
ing cradle suspended from the scale. Pre-
viously the scale pointer is set to zero wuth the
empty tube only in the cradle, so that when
the core is weighed the scale shows its w'eight
only.

The various agencies doing snow surveying
work are using many modifications of the
sampling equipment as above described but
there is a certain standard equipment as
developed by Dr. Church and the Nevada
Cooperative Survey known as the "Mount
Rose Snow Sampler" which is manufactured
and listed by certain instrument makers. In
the California work the ]\Iount Rose sampler
has been adopted Avith certain minor modifica-
tions. The cutting edge on the tube of this
sampler is exactly 1.5 inches in diameter and
the spring scales with light aluminum case

are so calibrated that with this diameter of
cutting edge the weight of core is given
directly in inches of water.

PROGRAM OF WORK

As to the program for the w^ork as now
being developed, it has been stated that the
scope contemi)lates the correlation and
standardization of all work being done by
present agencies and as great an extension to
the unsurveyed territory as may be possible
with funds available. As a working basis a
skeleton selection of crest, intermecliate and
low^ level snow courses for each major stream
basin in the Sierra has been adopted. With
the funds available the state itself can not
develop an organization to make the actual
surveys. It can furnish the standard equip-
ment and forms and provide the necessary
supervision to coordinate all work. It can
also share to some extent in the costs of the
surveys, the construction of shelter cabins,
and stocking of them with provisions, bedding,
etc. The personnel and detail arrangements
for and conduct of the surveys can, however,
only be economically handled through
cooperative arrangements with the agencies
most interested in a particular stream basin.

In the contacts that have been made to date
with the agencies now doing snow survey
work the earnest desire to cooperate and the
expressed willingness to make such changes
as may be necessary to conform to "standard
practice," have been most gratifying. As an
examjile of the cooperative arrangements, the
agency may have been taking only scattered
single point snow depth observations over a
certain portion of a stream basin. The state
now asks that this work be expanded by
including certain snow courses where the
water content will be measured, and selects
the courses. With little additional work it
may also be feasible to extend the survey
route to include a much needed course just
over the crest in another watershed.

PHYSICAL PROBLEMS MOST DIFFICULT

In the extension of the w^ork to fill in the
gaps and supplement the present surveys the
problems are not simple. Where the snow
cover-runoff relation is confined to the upper
basins and high altitudes the physical dif-
ficulties are of course considerable but those
attendant upon the interpretation of data
and analysis are comparatively slight. Com-
ing to the lower elevations, however, and
attempting to forecast run-off at foothill and
valley points, the zone of early melting snow
and precipitation as rain is encountered and
the difficulties increase. It goes without sav-

20

CALIFORyiA JIIGinVAYS AXD PUBLIC WORKS

ing that the snow survey must be tletinitely
tied in with the many precipitation stations
of the U. S. Weather Bureau at the lower ele-
vations if proper forecasts for the lower
points are to be made. The state will also
supplement the U. S. Weather Bureau stations
by establishing- ])recipitation stations at many
locations in and adjacent to the national
forests where there are permanent residents.

Tlu're are many modifying factors which
nuist be taken into account in forecasting the
run-otf at a certain point from a given snow
cover. The temperatures prior to and during
the snowfall i)eriod as well as during the run-
otf period are an important consideration.
Wind velocity and direction, evaporation,
liumidity, and soil conditions are other factors
not to be neglected. To provide information
as to such factors it is planned to establish
certain "key" stations for the observation of
fairly complete meteorological data, and in
addition, a number of thermographs at
strategic points.

The ])lans call for one complete survey at all
courses about April 1st of each year for the
]n-e])aration of the main forecast bulletin as
of about that date. At selected stations, how-
ever, the survey will be conducted monthly or
at fre(pient intervals to furnish data for sup-
plementary forecasts prior and subsequent to
the main forecast. Obviously, for some time,
definite forecasts will only be possible for
tliose basins or partial basins where the data
fi'om surveys conducted previous to the
])resent time are available for purposes of
comjjarison. Except for such locations, there-
fore, and until "normals" or data for yearly
comparisons are developed, the bulletins can
sujiply only the actual measurements of the
surveys. With an unbroken continuation of
the work for a period of years, however, it
ajjpears reasonable to anticipate valuable fore-
easts, not alone of the total seasonal run-off
but of the monthly or ])eriodic distribution of
run-olf.

The California cooperative snow survey is
an activity coming under Harold Conkling,
deputy in charge of water rig^hts of the Divi-
sion of Water Resources, Department of Pub-
lie Works. The writer is directing the work
and Spencer ]\I. IMunson has immediate charge
as assistant.

LOCATION OF SNOW COURSES

The following- statement shows in detail the location
of snow courses, proposed, established or now sur-
veyed, and gives the agencies cooperating in this
work. Key courses are those where arrangements
have been made or are proposed for surveys once a
month from January to May.

Pit River

On this stream basin Mt. Lassen will be a key
course with surveys made once a month, January to

iMay. Snow surve.v courses have just been established
at the following places: Cedar Pass (6500 feet); Eagle
Teak (7500 feet); Adin Mountains (6500 feet); Snow
Mountain (5500 feet). A snow survey course is also
proposed for Grizzly Peak. The surveys on the upper
Pit Basin are to be made by I. M. Ingerson, in charge
of the Pit River investigation of the Division of Water
Resources. Tlie Snow Mountain and Mt. Lassen
courses will be surveyed through cooperation with the
maintenance depaitment of the Division of Highways.

McCloud River

Mt. Shasta is the key course for this stream basin.
Snow courses are proposed for Black Fox Mountain
and Mt. Hoffman.

Upper Sacramento River

Mt. Shasta is the key course and an additional snow
course is proposed for China Mountain.

Feather River

The snow surveys on this stream will for the first
vear be confined chiefly to the North Pork with Mt.
Lassen (8600 feet) and Haskins Plat (5300 feet) as
key courses. There will also be a crest course pro-
posed for Grizzly Mountains. Snow courses have Just
been established at Harkness Flat (6400 feet), Feather
River Meadows (5000 feet), Chester Flat (4600 feet),
Humbug Summit (5000 feet), Mt. Dyer (7400 feet),
Fredonia Pass (6400 feet), Mt. Stover (5500 feet),
Warner Creek (5000 feet). Mill Creek Flat (5800 feet),
and Three Lakes (6100 feet). Snow courses are also
proposed for Onion Valley, Gold Lake, Table Mountain
and Cammel Peak. The Great Western Power Com-
pany is cooperating in the surve.vs on this stream
basin, that lie in the vicinity of its Ahnanor and
Bucks developments.

Yuba River

La Porte, Lake Fordyce and Summit will be the key
courses on the Yuba watershed. Other courses have
been suiveved in previous years at Webber Peak
(8000 feet); "Bowman Lake (5630 feet); English Moun-
tain (7100 feet); Pindley Peak (6500 feet); Lake
Spaulding (4800 feet); Cisco (5700 feet); Furnace Flat
(6600 feet); Sawmill Flat (7000 feet); Lake Sterling
(7000 feet); Red Mountain (7200 feet) and Meadow
Lake (7200 feet). Courses have just been established
at Jackson Meadows (6200 feet) and Haypress Valley
(6800 feet). A course is also proposed for Gold Lake
Ridge. The La Porte course is also a new one.
Cooperating agencies on this watershed are the Pacific
Gas and Electric Company, The Nevada Irrigation
District, and the Nevada Cooperative Surveys.

Truckee River

Key courses on this stream basin are Summit (7019
feet) and Mt. Rose (10,000 feet). Other courses
already established are Truckee (5800 feet); Boca
(5600 feet); Crystal Peak (770 feet); Big Meadows
(8700 feet). These courses have been surveyed for
many years. Cooperating agencies are the Pacific
Gas "and Electric Company and the Nevada Coopera-
tive Surveys.

Lake Tahoe

jNIt. Rose with an elevation of 10,000 feet is the key
course on this stream basin. Other courses, all of
which have been surveyed for many years are Mar-
lette Lake (8000 feet); Daggetts Pass (7500 feet);
Freel Peak (8300 feet); Lake Lucille (8700 feet);
Rubicon Peak (8000 feet); Ward Creek (7000 feet);
Tahoe City (6200 feet). A new course has been
established at Myers (5400 feet). These surveys are
conducted through the Nevada Cooperative Survey.

American River

Silver Lake (7300 feet) and Summit (7019 feet) have
been selected as the key courses. Other courses that
have been surveyed are Cisco (5700 feet) ; Ward Creek
(7000 feet); and Lake Lucille (8700 feet). Courses just
established are located at Sixmile Valley (5700 feet);
and Carson Pass (8600 feet). Courses are also pro-
posed for Duncan Peak, Gerle and Union Valley.
Pacific Gas and Electric Company and the Nevada
Cooperative Suiwey are cooperating agencies.

Carson River

Blue Lakes (8000 feet) is the key course. Other
surveys will be conducted at Williams (7800 feet);
Burnside Lake (8000 feet); Grovers Springs (6200
feet) and Silver Peak (6800 feet). Tliese surveys are
conducted through cooperation with the Pacific Gas
and Electric Company and The Nevada Cooperative
Surveys.

CAlJFOh'XIA iriGinVAYR AND PUIilJC WOh'KS

21

Mokelumne River

Blue I.akos (SOOO feet) is the key course. Other
surveys will be eonducted at Pacific Valley (7500
feet) and Bear Valley Ridge (fiTOO feet). The Pacific
Gas and Electric C^onii)any is the cooperating' agency.

Stanislaus River

Niagara Plat (6.">00 feet), Strawlx'ny Lake (.'>7(H) feet)
and Lake Alpine (7500) feet have been designated as
key courses. t\>uises just established are located as
follows: Kennedv JNIeadows (7000 feet); Sonora Pass
(9200 feet); Relief Dam (7.300 feet); Pacific Valley
(7500 feet). Proposed courses are Eagle Meadows,
Bloods, Duck Lake and trover Meadow. Cooperating
agencies are The Nevada Cooperative Surveys and
Pacific Gas and Electric Company. The Pacific
Valley course is in the Mokelumne basin but is close
to the Stanislaus divide.

Walker Pass

Courses have l)een surveyed for a numljer of years
on this stream basin. The present work will be
carried on in conjunction with the Nevada Cooperative
Surveys. The courses follow: Sonora Pass (9200 feet);
Pickle Meadow (7200 feet); Pickle-Leavitt Bench
(7000 feet); Leavitt Meadow (7200 feet); Willow Flat
(8300 feet); Buckeye Hot Springs (6900 feet); Buck-
eye Creek (8000 feet); Buckeye Forks (8500 feet);
Center Mountain (9300 feet).

Tuolumne River

Strawberry Lake (5700 feet). Kibbe Ridge (6500 feet),
White Wolf (8000 feet), and Tioga Pass (9900 feet)
are the key courses on this stream basin. Other
courses at which snow surveys will be conducted are
Center Mountain (9300 feet); Dana Meadows (9700
feet) Dorothv Lake, Benson Lake, Wilmer Lake,
Lyle Fork (8000 feet); Tuolumne Meadows (8600 feet);
White Wolf (8000 feet), Fletcher Lake (10,300 feet);
Beehive (6500 feet) Gin Flat (7100 feet). Cooperating
in these surveys are The Nevada Cooperative Sur-
veys, the Pacific Gas and Electric Company, Southern
Sierra Power Company, Yosemite National Park, Tur-
lock and Waterford Irrigation Districts, and the city
of San Francisco.

IVIerced River

Snow Flat (8700 feet) and Merced Lake (7200 feet)
are the key courses. Other courses are located at
Gin Flat (7100 feet); White Wolf (8000 feet); Lake
Tenaya (8100 feet); Fletcher Lake (10,300 feet); Isberg
Pass (10,000 feet);; Peregoy Meadow (7100 feet);
Moraine Meadows (8700 feet); Wawona Point (6700
feet); Crescent Lake (8500 feet). Cooperating agencies
are the Yosemite National Park and the Merced Irriga-
tion district.

IVIono Lake

Courses on this basin have been surveyed for a
number of years. All courses except Davis Lake are
surveyed monthly from January 1st. Courses are
located as follows: Tioga Pass (9900 feet); Rhine-
dollar Lake (9500 feet); Saddlebags Lake (10,000 feet);
Sylvester Meadows (7500 feet); Davis Lake (10,000
feet); Gem Lake (9200 feet); Silver Lake (7300 feet);
Grant Lake (7200 feet). The Southern Sierra Power
Company is the cooperating agent.

San Joaquin River

Parwin Creek (11,000 feet); Mammoth Pass (9500
feet) and Florence Lake (7200 feet) are the key
courses. Established courses on this stream basin
are Agnew Pass (9500 feet); Piute Pass (11,200 feet);
Huntington Lake, Kaiser Pass, Burnt Corral Meadow
(9700 feet); Chilkoot Lake (7500 feet) and Blackcap
Basin (10,500 feet). Proposed courses are Isberg
Pass (10,000); Reds Meadow (7700 feet); Mono Creek
Pioneer Basin (11,000); Jackass Meadow and Hoffman
Meadow. Burnt Corral ^Meadow and Blackcap Basin
are in the North Kings Basin but close to the San
Joaquin divide. Darwin Creek is in Bishop drainage,
but also close to the San Joaquin divide. Cooperating
agencies are The Southern Sierra Power Company,
the Yosemite National Park, the city of Los Angeles,
the San Joaquin Light and Power Company and the
Southern California Edison Company.

Owens River

The snow courses on this stream basin are located
on Mammoth, Rock, Bishop, Big Pine and Cottonwood
creeks. All of these courses have been surveyed for
three or more years. Key courses are Mammoth No
1 (9500 feet); Darwin Creek (11,100 feet). Other
courses included in the survey are Mammoth No. 2

(8300 feet); Minarettes No. 1 (9000 feet); Minarettes
No. 2 (8300 feet); Rock Creek No. 1 (10,000); Rock
Creek No. 2 (9.050 feet); Rock Creek No. 3 (8700 feet);
I^amank Creek (10,500 feet); Blue Lake (10,300 feet);
Sawmill (10,2(10 feet); North Lake (9500 feet ); South
Fork (SOOO feet); Bishop Park (8500 feet); Big Pine
Creek (9800 feet). These surveys are conducted by
the city of Los Angeles and the Southern Sierra
Power Company.

Kings River

These surveys will include snow observations on the
Nortli Fork, the Middle Fork and the South Fork
of the Kings River watershed. Single point observa-
tions have been made in past years, but snow courses
have just been established. The key courses selected
are Chff Camp .(6300 feet); Sand Meadow (8100 feet)
and General Grant Park (6660). Other courses have
been located at Statum Meadow (8300 feet) ; Wood
chuck (9000 feet) ; Beard Meadow (9700 feet) ; Black-
cap Basin (10,500 feet); Post Corral (8300 feet);
Long Meadow (8400 feet); Burnt Corral Meadow (9700
feet); Helms Meadow (8500 feet); Swamp Meadow
(9000 feet); Dinkey (5600 feet); Bear Ridge (7200
feet); Fred Meadow (7000 feet); Bishop Pass (11,400
feet); Moraine Meadow (8400 feet); Rowell Meadow
(9200 feet); Horse Corral Meadow (7600 feet); Kennedy
Meadow (7600 feet) and Big Meadow (7600 feet).
Courses are proposed at Woods Lake and Bullfrog
Lake. Cooperating agencies are the San Joaquin
Liglit and Power Corporation, the Southern Sierra
Power Company, General Grant and Sequoia National
Parks, Tulare Lake Water Storage District and Fresno
office of the U. S. Weather Bureau.

Kaweah River

No courses have been established on this stream
basin to date. Proposed key courses are Mineral
King and Giant Forest. Other proposed courses are
J. O. Pass. Lone Pine Meadow, Redwood Meadow,
Hockett Meadows and Columbine Lake. A course is
established at Big Meadow (7600 feet) which is in
the South Kings Basin but very close to the Kaweah
divide. For the Big Meadow Survey the cooperating
agencies are the Tulare Lake Water Storage District,
and General Grant and Sequoia National parks.

Kern River

A proposed course at Whitney Meadows, and estab-
lished courses at Monache (8000 feet). Round (9000
feet) and Cannel Meadows (7500 feet) constitute the
key courses on this watershed. Other established
courses are Burnt Corral (6200 feet); Llovd Meadows
(6500 feet); Little Whitney (8500 feet); Ramshow
Meadows (8700 feet) ; Casa Vieja Meadows (8500
feet); Bench Meadows (7800 feet); Windv Springs
(6200 feet) and Bonita Meadows (8500 feet). Courses
are proposed at Sand Meadows, Columbine Lake,
Moraine Lake, Rock Creek-Army Pass and Wet
Meadows. Some obsei-vations have been made in
previous years at Windy Springs and Monache
Meadows. On these surveys the cooperating agencies
are the Kern County Land and Water Company,
Miller & Lux and The Buena Vista Water Storage
District. There is a proposed cooperation with the
Southern California Edison Company and the city of
Los Angeles.

How it All Came About

First I got tonsiliti.s, followed with appendicitis
and pneumonia.

After that I got erysipelas with hemochromato.sis.
Following that I got polyoniyelitis. and finally ended
up with neuritis. Then they gave me hypodermics
and inoculations.

No, sir, I thought I never would pull through that
.spelling test ! — yew Yorker.

Down in Houston, Texas, a man has discovered
that danger signs are based on the wrong psychology.
He says tell a man to "Stop. look, listen," and he is
impelled to do none of the three. He suggests for
railroad crossings :

"Come ahead. You're unimportant."'

"Try our engines. They satisfy."

"Don't stop. Nobody will miss you."

"Take a chance. You can get hit by a train only
once."

CALIFORNTA JflGIIWAYS AND PUBLIC WORKS

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

official journal of the Division of Highways of the
Deparlmtnt of Public Works. State of California;
lHil)lisht(l for the information of the members of the
department and the I'itizens of California.

Editors of new.spapers and others art- privileged to
use matter contained hereiii. Cuts will be gladly loaned
upon request.

B. B. Mkek

(".EOitoic C. Mansfield —

-Director
--Editor

Address conmiunications to California Highways and
I'uldic Works, 1*. O. Box 11 (K!, Sacramento, California.

Vol. 7

NOVEMBER, 1929

No. 11

Autos to Create

New Type of City

Declares Babson

R

OGER W. BABSON, writing in the
Boston Transcript describes the city
of the future as follows :
The city of the future Avill look entirely different
from the city of today. One of the first measures, I
believe, will be street widening through elimination of
sidewalks. Pedestrian traffic in the cities will be
underneath arcades. This can be done by tearing
away a portion of the lower floor of buildings and by
supporting the street walls up to the second story on
liillars. and utilize as sidewalks the space underneath
which was formerly a part of the first floor. The
former sidewalks will be part of the streets. Over-
head i)asses across streets for pedestrians will be
.ilmost universial. Great arterial highways will go
tludugh tlie center of our cities. The.se will be sup-
plemented by smaller high-speed highways around the
outskirts of the central business district. The city
of the future will also be more decentralized than at
liresent. It will spread out into Avhat are now suburbs.
Already many big department stores are establishing
branches in a wide suburban area. The purpose is
to reiich those customers who, because of traffic con-
gestion, are unable or unwilling to patronize the
central store. This decentralization and expansion
process is expensive. In time it will hurt the value
of the centrally located city property; but it will
increase the value of suburban business property. The
reason why down-town property is more valuable
than any other is because the most people pass there
on foot. If foot travel becomes so dangerous or so
slow in these areas that it diminishes in volume, then
the value of such property will diminish.

One important reason why the automobile has
caused so much congestion is that many of our cities
were allowed to grow as tlipy started ; namely, along
the lines of old cart paths. It is a vast and expensive
nnd(>rtaking to straighten and widen crooked and
narrow streets. However, that is being done and will
be done on a much larger scale in the future. City
governments should take care, however, that future
expansion is along sensible lines, and in accordance
with a comprehensive and thoroughly unified traffic
plan. Before starting new projects the advice of
expert engineers and traffic atithorities should be
obtained. Otlierwise much money can be wasted with-
out accomplishing any real improvement.

7 8,800 Miles Highway
Constructed Under

U. S, Program

A TOTAL of 78.797.6 miles of federal aid high-
ways had been completed August 31, according
to figures comiiiled and made public on October
7 by the Bureau of I'ublic Roads.

Three states having the highest amount of federal
aid roads completed on that date, according to the
bureau, were: Texas, 0141.1 miles" Minnesota, 3854
miles, and Nebraska, 0559.4 miles.

Two states and a territory having the lowest mile-
age completed were : Rhode Island. 172.1 miles ; Dela-
ware, 212.9 miles, and Hawaii. 172.1 miles.

A total of 10,321.7 miles, of which 8724.4 were
initial, and 1597.3 were stage, was under construction
at a total estimated cost of $259,691,905.90, and with
a federal aid allotment of .$104,013,910.33.

Texas had the largest mileage, 960, under con-
struction : North Dakota was second, with 561.6 miles,
and South Dakota third, with 540.1 miles.

Hawaii, with 0.0 miles tinder construction ; Con-
necticut, with 12.5 miles under construction, and
Rhode Island, with 17.1 miles under construction,
were lowest in mileage.

A total of 2347.0 miles at a total cost of
$50,731,3(35.23 and a federal aid allotment of .$19,839,-
505.30 was approved for construction on August 31,
the bureau said.

Of the total mileage approved for construction, ac-
cording to the bureau. North Dakota had the largest
mileage, 288.2 ; Montana next, 221.8 miles, and Kansas
third, 157..5 miles.

Three states having the smallest mileage approved
for construction were : INIississippi, 0.1 mile ; Rhode
Island. 1.5, and Massachusett.s. .5.

ThPi-e remained a total of $41. .500,632.59 as a
balance of federal aid funds available for new
projects, according to the bureau.

Six states having the largest balances of federal
aid funds available for new projects, according to the
bureau's figures, were: New York, .$3,679,100.66; Mon-
tana, .$2,724,0.32.48; Illinoi.s. $2,606,225; Arizona,
$2.1.33.114.66; Georgi:i. $2.023,790.,50, and Alabama,
$1,909,823.58.

JAPANESE "RULES OF THE ROAD AND
HINTS TO MOTORISTS"

(1) At the rise of the hand of policeman, stop
rapidly. Do not pass or otherwise disrespect him.

(2) When passenger of the foot hove in sight, tootle
the horn. Trumpet melodiously at first. Then tootle
with vigor, and express by word of month the warn-
ing, "HI ! HI !".

(3) lieware of the wandering horse that he shall
not take fright. Go .soothingly by.

(4) Give space to the festive dog that makes sport
in the roadway. Avoid entanglement of the dog with
your wheel spokes.

(5) Go soothingly on the grease-mud as there lurks
the skid demon. I'ress the brake of the foot as you
roll round the corners to save the collapse and tie-up.
— (JUlijied.

There is now a positive means of distinguishing
between the male and female worm. The latter makes
no signal when turning.

CALfFORNIA ITfdJlWAW^ AND PUULIC WORKh!

23

CARELESS FAULTS OF CARE-
FUL DRIVERS

(Continued fi'om page 7.)

Too many people are driving fast and going
nowiiere. A few days ago a car passed me at
breakneck speed on a narrow mountain road.
I overtook it only a quarter of a mile ahead,
l)arked alongside the road with the family
pr('])aring for a picnic lunch !

Ui)on inquiry I learned this family was
staying at a resort less than five miles away
and had all day to make the trip. Why that
driver w^as risking the lives of all in the car
merely to get nowhere particularly is incom-
]n-ehensible.

'^ GOING NOWHERE IN A HURRY ''

Every one has witnessed the spectacle of
drivers dodging madly into and out of traffic
in the cities and has jogged along and caught
up with these same drivers at the next auto-
matic signal. Simply another case of going
nowhere in an awful hurry.

Most careful drivers are extremely punc-
tilious about the manner in which they give
the hand signals. Yet I have noticed a great
many who pride themselves on being careful,
who do not give the right turn signal at all
except in the presence of a traffic officer.

Although not as important as the left turn
signal, it is, nevertheless important. It is
]iarticularly so at intersections where pedes-
trian traffic is heavy for it lets the pedestrian
know what the driver is going to do.

SLOPPY SIGNALS

Some otherwise careful drivers give the
left turn signal in a very sloppy manner,
^lany apparently think it is sufficient to poke
the arm out of the window, making it impos-
sible for those behind to tell whether the
driver is merely slowing down or going to
make the turn. A A^ery large number give the
signal entirely too late.

Cutting the corners is another practice of
many "careful" drivers. It's an easy habit
to get into, especially at intersections where
traffic is light. If indulged in continuously,
it is sure to get the driver into trouble, sooner
or later.

Following too close is another bad habit
indulged in by a lot of otherwise careful
persons. Our records show it causes a very
large percentage of the accidents in the
crowded cities.

HEADLIGHT NUISANCE

The glaring headlight nuisance is largely
the fault of the driver who thinks he is care-

ful. If every man who sweai's and raves
about the many glaring lights he meets on the
road would take the trouble to examine his
own lights, the nuisance would disappear
over night.

Lights should be checked often. A good
heavy jar will sometimes throw them out of
focus. So the careful driver can never be sure
he has anything to brag about concerning his
lights unless he cheeks them up regularly.
Walk about a hundred feet up the road some
night, take a look at your lights and judge
for yourself.

During the last six months our officers have
sto])ped more than 30,000 persons with glar-
ing lights. Almost invariably it was a com-
plete surprise to the driver to find out that
his lights were out of focus.

WATCI-I THE details!

You can't neglect the little things and be
a careful driver. Some otherwise careful per-
sons let dirt and mud collect on the lens of
their rear lights until they are almost ob-
scured. Others neglect to check the connec-
tions and drive for miles without a rear light
until stopped by some officer.

Most careful drivers turn their lights on
early in the evening as dusk approaches.
Others do not however and accidents are
frequent particularly accidents involving
pedestrians. Our records show a very large
percentage of accidents occur in the "half-
light" period just before dark.

Don't be afraid to turn on your lights. If
your battery is low speed up your generator
a bit.

A most common fault of nearly all who
believe they can handle a car well is that they
travel too much over crooked mountain roads
on the down-grade wdth their cars in high
gear. They make a little better time that way
but are compelled to use their brakes con-
stantly.

USE LOV^ER GEARS

It is very dangerous to use the brakes to
their full capacity when a car is traveling
with any degree of speed in sand or gravel.
The wheels lock and the car is very likely to
skid to one side. Low and intermediate gears
are meant for just such situations. Why not
make use of them?

It is very possible that few if any of us are
100 per cent careful drivers. Many drive
according to their moods; today careful and
watchful, tomorrow reckless.

Few serious acidents happen to the initiate
driver. It is the old-timer who thinks he can
drive w^ell and perhaps he can. But he can no
more afford to take chances than the novice.

24

CALIFOh'MA lIKIinVAYS! A^'D PUBLIC WORKS

High Points in October Awards

IMPKOVEMENTS of alignment, the re-
placement of unsatisfactory bridges, the
elimination of danger points, widening
and surfacing of old highways, together with
new work of major importance are provided
in state highway contracts awarded during
October. The following statement gives the
nature of the work included in the various
contracts:

OLD TRAILS HIGHWAY— A contract awarded
October 1, 1929, provides for grading and surfacing
with oil-ti'eated crushed gravel or stone a section of the
Old Trails Highway situated between a point 2
miles w(>st of Argus and a point li miles west of
Siberia in San Bernardino County. This section is
l'.»..") miles in length. The surfacing is to be 20 fpet
ill width. Drainage ditches and bridges are to be
constructed to protect the road bed from cloudbursts.
This project parallels the Santa Fe Railroad from
the east into California. It v^fill replace the present
unimproved desert road, and is a continuation of the
work now under way from Daggett easterly. The
contract was awarded to the New Mexico Construc-
tion Company, Inc.. of Denver. The contract price
is .'??,G8,022.10.

Another contract on this same road was awarded
to the same company at a contract price of .$oS4,-
~>'.\~tA(). This second contract covers a section situated
Ix'tween points 1^ miles west of Siberia and (i miles
e;ist of Ainboy. It provides for grading and surfacing
this stretch of highway, 22.4 miles in length, with oil-
treated crushed gravel or stone. The surfacing is to
he 20 feet in width. Storm ditches, dykes and timber
trestles for i)rotecting the i-oadbed from cloudbursts

Tlic- MotliiT IvmIi- lligliway is sicing its first con-
struction. This view shows a completed graded section
in Calaveras County south of Mokelumne Hill.

iii'e also to be constructed. This project lies in a
desert country east of Barstow.

PACIFIC HIGHWAY— A contract was awarded
to H. E. Doering of Portland, Oregon, to construct a
steel deck truss bridge across the Shasta River in

When pushing a planimeter is a
pleasure.

Siskiyou County about 6 miles north of l^reka. This
bridge will have one 139-foot suspended span, two
loS-foot cantilever arm spans, two 13S-foot anchor
arm spans and two 52-foot steel stringer approach
spans on concrete piers and abutments. The clear
width of bridge roadway will be 24 feet. The deck
is to be 2ri0 feet above the river bed. This bridge is
the second crossing of the Shasta River north of
Yreka and is a portion of the realignment through the
Shasta River Canyon. The contract price is .$190.-

The contract for constructing a reinforced concrete
girder bridge acrt)ss the Coon Creek overflow in Placer
County was awarded to C. C. Gildersleeve of Napa.
The structure will consist of a 20-foot span on con-
crete abutments with wing walls. The contract also
l>rovides for grading and paving the api)roaches with
Portland cement concrete. The contract price is
.^S.ToS.no.

A contract for furnishing, hauling and placing un-
treated crushed gravel or stone surfacing on the sec-
tion in Tehama County, between the Butte County
line and Red P>lul't', was awarded to Ilemstreet and
P.ell of Marysville. The contract price is $11,137.80.

A contract for widening about 0.9 miles altogether
of roadbed in Colusa County was awarded to C. R.
Merrill of Williams. The roadbed is to be increased
to a width of 2(') feet. The contract price is $11,-
251.08.

REDWOOD HIGHWAY — A contract providing for
grading and paving with Portland cement concrete
and bituminous macadam 1.8 miles of highway be-
tween Gallinas Creek and San Rafael in Marin
County was awarded to Granfield, Farrar and Carlin
of San Francisco at a contract price of $133,231.75.
The plans call for concrete paving partly 20 feet in

Property o\

CALIFORNIA JIIGHWAYS AND I'UliLlfl ^V(1j^^jj^Q PubHC Library?

width ami partly 30 feet in width. This jjrojcct
fliiiiinates somi' particidarly bad aiiKiinuMit and blind
cnrvo.s. It also shorttMis the route some KiOO feet.
The new alignment crosses the Northwestern racific
Hailroad near Forbes, at which point an overhead
structure will be built under another contract.

A contract was awarded to Smith Brothers of
I'ureka to place perforated metal pipe nnderdrains
between Elk Valley and a point 1\ miles south of
Smith River in Del Norte County. This work is
made necessary by the heavy rains that occur there.
The contract price was .$16.o4G.24.

Vj. C. Coats of Sacramento was awarded the con-
tract for grading and surfacing with untreated crushed
gravel or stone a section of highway between Fish
Creek and Stevens Grove in Humboldt County. The
surfacing is to be 20 feet in width. The road will be
constructed on a new alignment that eliminates many
sharp curves on the present rather crooked road. The
cuntract price is $130,767.60.

The contract for constructing a reinforced concrete
tiridge across San Antonio Creek in Sonoma and
Marin counties was awarded to McDonald and Mag-
giora of Sausalitn. the contract price being .$20,035.
The bridge will have three 40-foot spans on concrete
abutments with a clear roadway width of 34 feet.

(iOLDEN STATE HIGHWAY (Valley Route) —
INIcCray Company of I>os Angeles were awarded a
contract for grading and paving with Portland cement
concrete a section of highway 1.1 miles in length
between Newhall Tunnel and Newhall in Los Angeles
County. The roadbed is to be graded to a width of
40 feet and the pavement is to be 20 feet in width.
This project will improve the unsatisfactory align-
ment now existing immediately north of the tunnel.
The contract price is .$69,087.24.

A contract providing for the removal and disposi-
tion of the old Herndon Bridge in Fre.sno and Madera
counties was awarded to "William Wilcox of Selma
at a contract price of $1,800.

A contract for the construction of a reinforced con-
crete girder bridge across Cottonwood Creek in Madera
County was awarded to George G. Wood of Fresno
at a contract price of $28,062.50. The plans for this
bridge called for six 33-foot spans on concrete pile
bents and concrete abutments with wing walls on pile
foundations. The width of roadway is 32 feet and a
5-foot sidewalk is provided. This new bridge will
replace the present dilapidated structure built by the
county some years ago.

M. B. McGowan of San Francisco was awarded a
contract to construct two timber bridges across French
Camp Slough in San Joaquin County. These two
timber trestle bridges built in pile bents will have
S and 11 spans respectively, these spans having a
unifoi-m length of 10 feet. The roadway will be 34
feet in width. These bridges are on a new right of
way and provide a new entrance to Stockton along
!McKinley avenue. The contract price was $23,543.50.
RED BLUFF-SUSANVir.LE LATERAI^-A con-
tract for surfacing 28.7 miles between Paynes Creek
and Morgan Springs in Tehama County was awarded
to A. F. (biddings of Sacramento at a contract price
of .$05,757.50. The surfacing is to be of untreated
• rushed gravel or stone, 18 feet wide.

COAST HKHIWAY— Matich Brothers of Elsinore
were awarded a contract for grading and paving about
0.2 of a mile west of San Clemente in Orange County.
The pavement is to be Portland cement concrete. The
contract price is $8,872.75.

A contract for grading and paving wdth Portland
cement concrete 1.5 miles at San Ardo in Monterey
County was awarded to Fredrickson and Watson and

THAR'S BEAR IN THEM HILLS

This Islack bear was trapped on October 12, 1929,
by convicts and free employees at Camp 19, in
Indian Basin, near General Grant Park. The bear
measured 7 feet 11 inches from tip to tip.

Fredrickson Brothers of Oakland. This project in-
cludes the bridge approaches at San Ardo and 0.74 of
a mile of line revision .south of San Ardo. This revi-
sion of alignment will eliminate several short radius
curves. One of these curves, located in a deep cut,
has caused numerous accidents. The road will be
shortened 060 feet. The width of pavement will be
20 feet. The contract price is $05,450.30.

MOTHER LODE HIGHWAY— Adams Company
of Angels Camp was awarded a contract to surface
with screened gravel 2.2 miles of highway south of
INIokelumne Hill in Calaveras County. The contract
price is $S.7.".8.50.

SAN SIMEON-CARMEL HIGHWAY— -A contract
to construct a timber bridge across Villa Creek in
^Monterey County about 23 miles north of San Simeon
was awardrd to H. C. Whitty of Sanger. This bridge
will have ten 10-foot spans on frame bents with con-
crete pedestals. The roadway of the bridge will be
24 feet in the cle.-ir. This bridge is on a section, the

2G

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

gnidiiifj work of wliiih is being dune by convict bibor.
The <-(intr;ict price is $11,644.

IT.ACKIiVILLE-TAIIOE IIIOIIWAY— A contract
for siirfiicinK a section of highway extending from
Logtown to a point o.S miles south in El Dorado
County was awarded to Ilemstreet and Bell of Marys-
ville. The contract price is $11,750.

TRINITY LATERAI^The construction of a steel
deck truss bridge across the South Fork of the
Trinity liiver al)<)ut 2 miles west of Salyer in Hum-
boldt County was awarded to the Mercer-Fraser Com-
pany of Eureka. This bridge will consist of one 240-
foot span, two 80-foot cantilever arms and four 20-
foot steel stringer approaches. It will replace the
present bridge which is considered both narrow and
dangerous. The contract price is .$07,050.

LOS AXGELES-OAVEXS VALLEY HIGHWAY—
Fred W. Nighbert of Bakersfield was awarded a con-
tract for grading and surfacing .^.7 miles between
Little [^ake and Coso Junction in Inyo County. The
road is to be surfaced with oil-treated gravel. The
contract price is $63.207. <>!».

HOW CALIFORNIA PLANS ITS
HOSPITALS

(Continued from page 15.)

10-year bitilding- constritetioii program, was
l)resented to the leoislature by the Governor
in tlie budget for the eighty-first and eighty-
second fiscal years.

For the fir-st time in the history of Cali-
fornia, this 10-year building program set
forth the needs of the state institutions during
the next decade, in order not only to pro-
vide for their natural growth, but also to
remedy the present needs as stated above.
The 10-year building program proved that
this could be accomplished within the funds
tliat could reasonably be expected to be made
available for expenditure for construction
pur])Oses during succeeding bienniums for the
next ten years.

In connection witli tliis program, the Divi-
sion of Architecture i)rei)ared plot plans of
all state institutions showing all existing
buildings, and the location of all proposed
buildings required at each institution, to
l)roperly house and care for all inmates and
em])loyees, which will be within its borders
at the eiul of the 10-year ])eriod.

ORDERLY OROWTH ASSURED

By thus i)lanning alu'ad, all the state in-
stitutions are assured of an orderly growth,
ecjual to the demand made upon them and the
Division of Architecture is enabled to solve
and plan such problems as roads and walks,
steam distributon, water supply and irriga-
tion systems, electric and gas service, sewer
systems and disi)osa]s, in the most economical
Avay, and have construction of them carried
out ill logical .sequence.

THE BAYSHORE HIGHWAY
DEDICATION

(Continued from page 10.)

steps should be taken to carry the pi])e line
across the slide area. This was done by the
construction of a suspension bridge 165 feet
in s])an. Tlie night after the suspension
bridge was completed and the pipe line was
supported thereon, the ground beneath the
line dropped vertically about 10 feet. Had
this taken place a day earlier most serious
consequences might have ensued.

On several sections fills running upward of
50 feet in height across tidelands produced
displacements of the surrounding marsh ex-
tending, in extreme cases, to over 300 feet
beyond the toe of the slope. Drops from 8
to 15 feet within a short time were common
experiences. In these lateral movements of
the soil, great quantities of fill material were
carried on the crest of the moving ground to
the extreme limits of the movement.

A sound method of building drainage struc-
tures developed and used in this district to
overcome difficulties encountered on marsh
flats and sliding hillsides were successfully
applied during the execution of this contract.
In the case of pipes and structures the fill
was first made and the maximum settlement
procured and then re-excavated for structures.
If minor structures had been placed first,
they would have been totally wrecked and
rendered useless. In the case of larger struc-
tures the fill was first made, piles were then
driven through the fill by means of followers
to somewhere near cut-off; fills w^ere then
excavated and heavy concrete mats built on
]ule foundations after which side walls and
tojis were placed.

The opening to traffic of the state's 12.9
miles of the Bayshore Highway, augmented
by the 3.1 miles inside of the city an(i county
of San Francisco, provides 16 miles of high
standard commodious road and with funds
budgeted for the ])urpose there will shortly
be added two new sections, San Mateo to Red-
wood City and Redwood City to Embarcadero
road, Palo Alto, a distance of 14 miles.

Following the construction to Palo Alto it
is expected that the remaining 14 miles neces-
sary to reach San Jose, will be constructed as
ra])idly as funds will permit.

The nieek-lddking WdUian with shell-rimmed spec-
t:icles was apr)lying for a driver's license.

"How many miles have you driven?" asked the
official.

"Fifty thousand miles — and never had hold of the
wheel !" interposed her husband, stepping up.

She got the license. — Detroit Motor News.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

27

Validity of 1929 Dam Law is Upheld

THE constitutionality of the legislative
act of 1929 increasing the power of the
State Engineer over dam structure
built or repaired in California was upheld in
a sweeping decision rendered by the Third
Appellate District on October 25^ 1929.

The case arose over the application for a
writ of mandate directed against the auditor
of the city of Stockton to require him to issue
a warrant to Brent Brothers, Inc., for work
done under a contract for the construction of
a flood control dam.

After the new law became operative, cer-
tain modifications in the plans were demanded
by the State Engineer in accordance with the
duties imposed upon him by the act of 1929.
These changes were accepted and the dam
built in accordance with the requirements
imposed by the State Engineer. The auditor
of the city of Stockton refused to draw his
warrant in favor of the contractors on the
ground that the plans for the construction
of the flood control dam had been changed
to such an extent that it voided the contract
under which the contractors were seeking
compensation.

BASIS OF DECISION

The decision of the court was awaited with
great interest, inasmuch as the proceeding
involved the constitutionality of the act. The
following excerpts from the decision, bearing
upon this sub.ject, will be of interest. We
quote as follows :

"The first suggestiou which we will consider is
the unconstitutionality of the act in that it is in
violation of the constitutional provisions of this state
and of the United States relative to the impairment
of contracts ; and. also, that it confers upon the
State Engineer arbitrary powers enabling him to adopt
rules and regulations which, if violated, subjects the
violator to a penalty of $2,000 or imprisonment in a
county jail not exceeding six months, or both. While
the act referred to does not, by its terms, define of
what material any dam shall be constructed, whether
of concrete, whether of rock-filled dam, or whether
partly of concrete and earth filling, or of rock filling,
it does provide for the inspection of any proposed
dam and the making and proposing of amendments
to any plans or specifications for the erection of a
dam. As we read the act there is nothing which
authorizes the State Engineer to directly require
the construction of a dam according to any par-
ticular plans or specifications, nor does the act
authorize the State Engineer to make any material
alterations in any contract which has been entered
into between an owner and contractor for the con-
struction of a dam. But while the act does not, in

terms, directly authorize the State Engineer to do
what we have mentioned, it dors indirectly give him
power to enforce his recommendations and suggestions
by enabling him to begin actions to enjoin and restrain
the construction or maintenance of any dam not con-
structed or repaired according to approved plans and
specifications, and through the medium of the court
affect the safety of persons and property living below
the point or place of the construction of the dam, and
the creating of a resei-voir which might become a
menace to the property and lives of persons in the
course which the impounded waters would take in the
event the proposed structure proved inadequate to
withstand the pressure of the impounded waters. We
do not need to pass upon the question as to the
validity of section 17 of the act referred to for the
simple reason that if it should be considered void
under the reasoning of the case of Schaezleln vs.
Cahiiiss, 135 Cal. 46G, 409, no other portions of the
act are thereby affected. Section 18 of the act
authorizing the State Engineer to institute actions
by way of mandamus or injimction puts teeth enough
therein to make all the reasonable mandates of the
State Engineer effective. While not so denominated,
the act is purely a police regulation and must stand
or fall as so considered.

A brief definiti<ui and statement will show the
validity of the act as a police regulation and proper
exercise of the sovereign power of the state. * * *
The police power of the state dift'ers materially from
the powers of eminent domain. In eminent domain
one's property can be taken for public use only upon
just compensation. Under the police powers it may
not simply be taken, but destroyed without any com-
pensation, depending upon the statutes of the state.
Again : "The police power is an attribute of sover-
eignty, and exists without any reservation in the
Constitution, being founded upon the duty of the state
to protect its citizens and provide for the safety and
good order of society. It corresponds to the right of
self-preservation in the individual, and is an essential
element in orderly government. * * * j^ ijjjg f^j.
its object the improvement of social and economic con-
ditions affecting the community at large, and col-
lectively, with the view of bringing about the greatest
good to the greatest number. On it depends the
security of society, order, the life and health of the
citizen, the comfort of existence, the enjoyment of
private life and beneficial use of property." That the
police power of the state to supervise and regulate
the construction and maintenance of dams impounding
large bodies of water, remained unexercised until the
disastrous consequpnces following the breaking of the
St. Francis dam in the southern part of the state, is
no argument against its existence, but the exiieriences
attending the breaking of that dam emphasize the
necessity for, and the constitutionality of the police
powers being extended to, and including such struc-
tures in order that the safrty of persons and proi>erty
may be conserved. (1) With these statements as a
premise, we think the conclusion clearly follows that
the act of the legislature approved June 10, 1929, is
constitutional in all its e.-^sential provisions, as not
only a proper, but as a necessary exercise of the
police power of the state. A limitetl number of
authorities only need be cited. (Citations follow.)

2.S

CALIFORNIA niGIIWAYS AND PUBLIC WORKH

Whih" (lilVorinj; in the circuinstiinces i)i-esputod. the
ininciplc is tho s:im»\ (2) Tlio fondiision. tlun-ofon',
fnllnws that whih' tlie act under oonsidoration does
not authorize the State Knginei'r to make a material
alteration in the plans and speeifieations for the fon-
struction and maintenance or repair of any structure
coming within the purview of the language used in
section 2 of the act approved June 10. 1!)2!). defining
<lams. it does authorize the State Engineer to pre-
vent by injunction, suits or other appropriate court
procedure, the erection or maintenance of any struc-
ture impounding waters in such a manner as to
create a menace to the safety of persons and property
living and being along the course where such im-
liouuded waters would tlow if suddenly discharged.
In other words while under the constitutional pro-
visions we may admit that the State Engineer can
not impair the obligations of contracts, he can main-
tain suits to prevent contracts from being so executed
.•ind performed as to create a menace to life and
l)rnperty."

CIIAXGES MADE BY STATE ENGINEER

The ehangres made by the State Engineer
in the plans and specifications for the struc-
ture are outlined in the decision as follows :

The change in the plans and specifications adopted
l)y the city of Stockton, as made by the State
Engineer, involved decreasing the radius of the arch
section and varying the radii for the horizontal arch
sections in length from the base to the crest of the
<lam. The height, capacity, general location and
general type of the dam were not changed. The loca-
tion of the central portion of the arch was moved
np-stream about .10 feet, and the left abutment
<lu\vn-stream apjiroxiinately the same distance. No con-
siderable lateral displ.-icement was made in the central
mass of the dam. The quantity of foundation exca-
vation riMjuired was about the same as specified in
the original plans. The quantity of concrete required
to make the necessary changes was increased about
1(» i)er cent above that estimated under the original
plans. No material modification of the gravity sec-
tion abutments are involved in the proposed changes.
No chiinge is made in spillway, outlet or flood control
Avoi-ks, n<)r in the specifications regarding construction.

Further findings of the court are given in
tlie syllabus as follows:

"In this proceeding for a writ of mandate to compel
•A city auditor to issue a warrant for work done under
a contract for the c(uistruction of a dam, where
defendant's bid for tlie work was accepted and an esti-
mate as to the amount of the materials to be used was
made and the contract provided a certain price to be
paid per unit, and certain alterations in the plans
and specifications for the erection of the dam were
m;ide in accordance with the recommendations of the
State lOngineer, m;ide under the power given him by
the act ngidating the construction of dams (Stats.
1!>2'.>. p. 1.10.'>), which alterations catised a slight
iiici-case in the total i)rice to be i)aid for the con-
struction of the dam, it is held that the unit price
method adopted under the contract made it unneces-
sary for the city to call for new bids for the increased
amount of work and that section 1 of article XXIII
of the Stockton city charter, which provides that con-
tracts for work in excess of $1,500 can only be let
after bids being received therefor, was not violated
by i)ermitting petitioner to perform the additional
work re(|uired even though no new contract therefoi'
was made.

"Where luiseen emergencies arise after the letting

WATER HYDRAULICS

OUT CUT ; SLUICES FILL

The above pictures show construction of a 70-foot
fill on Force-Ourrigan & McLeod's job east of Bakers-
field, on the Kern River route. The fill was about 70
feet in height and the cut about the same in depth.
About 75 per cent of the material was movwl by sluic-
ing. The water washed the material into the fill and
assisted in compacting the material. The contractor is
now completing the moving of excavation by the use
of two 1 lower shovels and a number of trcuks.

of a contract for public work by a municipal corpora-
tion ;nid the beginning of the work, further publica-
tion and letting of bids ••ire not required ; however, a
distinction is made between the amendments or altera-
tions in the plans and specifications which do not
.•ilfect the material character of the work and those
admitted changis or alterations which constitute sub-
stantial modifications or changes in the character and
(piality of the work to be performed.

"In this )M-oceeding for a writ ot mandate to com-
l)el the issuance of a warrant by a city auditor in
iciymeiit for work done under a contract for the
erection of a dam. where alterations in the specifica-
ti<uis therefor were made upon the order of the State
lOngineer empowered so to do by an act regulating the
construction of dams (Stats. 1929. p. 1505), which
became effective after the letting of the contract, it
must be assumed that the municip.-il corporation in
iidoiiting pl:ins Jind spvcificntions. and the contractor
in entering into the contract, did so with the knowl-
edge of the law .-ipplicable."

CALTFORNIA IIWffWAYS AND PUBLIC WORKt^

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San Gabriel Dam

Experts Named
to Make Study

Reclamation
Flood Control

Review of October Activities

In the

Division of Water Resources

Edward Hyatt, Chief of Division

Water Rights 0

Water Resources i-i

Investigation H

River Flow i

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SAN GABRIEL DAM

Constructiou of San Gabriel Dam by the Los
Angeles County Flood Control District was stopped
by the district during October, after receipt of an
adverse report on foundation conditions by a board
of engineers and geologists. This dam as planned
would have bet'n higher and more massive than any
in existence, and would cost about $25,000,000. It is
reported that .$o.0(M).()0() had been expended on it
when work was stopped.

As the dam was under construction when the new
law took effect, and as the district had not yet made
application for its approval, it did not come within
the jurisdiction of the state until a formal applica-
tion was made by the County Flood Control District
on October 2(5, accompanied by a filing fee of
$14,875.23. The application asks for the approval of
the dam as originally planned. The Division of Water
Resources will now take jurisdiction and make an
investigation of the plans, specifications and founda-
tions, which investigation will normall.v lead to either
an approval, disapproval, or modification of the
application.

SAN GABRIEL DAM BOARD

Immediately following the assumption of juris-
diction by the state, an investigation of the safety
features of the plans, specifications and foundations
of San Gabriel Dam was ordered. In view of the
unprecedented size and height of the San Gabriel
Dam. the difficult technical considerations pertaining
to the design and foundations, and its importance
to the valley below, the investigation to be made by
the state will be comprehensive.

Under the law the State Engineer is empowered
to employ consultants to report upon safety features,
and in the case of San Gabriel Dam it has been
decided to appoint a board consisting of three
geologists and three engineers. This board consists
of men of outstanding (lualifications and wide experi-
ence in their respective fields, none of whom have
heretofore been associated with the San Gabriel
project. The personnel as announced by State
P^ngineer Edward Hyatt is as follows :

Engineers : J. L. Savage, Chief Designing Engineer
of the United States Reclamation Bureau. Dr. El-
wood Mead. Commissioner of Reclamation, was asked
to appoint the best qualified man from the unsur-
passed Rechunation Bureau personnel and Dr. Mead
has appointed Mr. Savage. Mr. Savage as Chief
Designing Engineer of the Bureau, has for many
years been in direct charge of the high masonry dams
built by the Reclamation Bureau and is recognized
as an authority on this subject.

George A. Elliott. Chief Engineer, Spring Valley
Water Company, San Francisco : Mr. Elliott is one
of the best known and best (jualified engineers on dam
construction on the Pacific coast. As chief engineer
of the Spring Valley Water Company he has been in
charge of all work on dams for that company, includ-
ing the building, operation and maintenance of many
large dams.

Mr. M. C. Ilinderlider, State Engineer, Denver,
Colorado : Mr. Llinderlider's record and reputation
are impressive. As a considting engineer many years
in Denver, he directed the construction of dams both
in the United States and Mexico. As State Engineer
of Colorado he has been in charge of approximately
1000 dams in that state.

Geologists : Dr. Charles P. Berkey, Consulting
Engineer, New York City, and Professor of Geology,
Columbia University: Dr. Berkey's reputation is inter-
national as are those of several members of the board,
lie was a member of the General Sibert Board ap-
pointed by the Secretary of the Interior and the
President of the United States to report upon the
Boulder Canyon Dam. within the last year or two.

Dr. George D. Louderback, Consulting Geologist
and Professor of Geology, University of California,
Berkeley : Dr. Louderback has supervised construc-
tion of several high dams, from the geological stand-
point, has reported upon many proposed sites, and
was a member of the board appointed by Governor
Young to report upon the St. Francis Dam.

Dr. Ira P. Williams, Consulting Geologist, Port-
land. Oregon, who has examined and reported on the
foundations for many dams throughout the northwest,
including the highest masonry dam in the west.

The state is fortunate in securing the services of
experts of such eminence, abilit.y and impartial judg-
ment. It is expected that the board will convene in
Los Angeles early in the week of November 11 and
continuue their work to completion, which will con-
sist of a report to the State Engineer on the safety
of the San Gabriel Dam as presented in the applica-
tion of the Flood Control District.

San Gabriel Dam also comes under the jurisdiction
of the I'uited States Department of Agriculture,
lender a reciju-ocal agreement between the state and
the federal offices of the Department of Agriculture
will be invited to cooperate in the investigation.

SAN JOAQUIN VALLEY WATER
INVESTIGATION

The survey of the Mammoth I'ool Reservoir site on
the San Joaquin River has been continued with favor-
able progress. The area above Mammoth Pool Dam
site has been covered. The two survey parties will
move c.-imp and continue their surveys downstream to
the mouth of Big Creek.

30

CALIFONXIA IIIGJIWAYS AX D PUJiLlC WONKS

ih\ October 4 :i piuty of ten ineu were put in the
fi;^l<l working out of Dinuba for tlio puriwsw of locat-
ing ail excliau}!:*' canal from the Kings River south to
I he Kern River. Toiiography has been taken at the
liead of the canal to be used in making a layout of
diversion works. Tlie tentative elevation for the
point of diversion of the canal has been taken as 445
feet, rp li> date sev'n miles of this canal has been
run out.

On October 23 another field party was i)ut in the
field to bring up to date the survey of the U. S.
Engineers on tlH> San Joaquin River from Mossdale
P.ridge to Mendota.

The crop survey of the San Joaquin Valley south
of the San Joaipiin River has been completed with
the exception of the area in the consolidated district.
This area is now being covered by Mr. F. L. Green,
working in conjunction wath Mr. C II. Holley. This
should be romi)lele within a couple of weeks.

A cro]) survey has also been completed for the
area north and west of the San Joaquin River and
south of Patterson. A part of the crop survey has
been transcribed to a wall map in the office.

Water supply studies to determine the yield of the
unmeasured areas have been continued and the com-
pilation and tabulation of ground water records have
proceeded steadily.

Puring the month a fi(>ld triii was madi' along the
lower San Joaquin River from ^lossdale Bridge to
Mendota for the purpose of examining the iiroposed
sites for pumping jilants on the river channel which
were selected diiring the earlier part of the investiga-
tion, also for the i)urpose of inspecting the principal
diversions of canals now serving lands along the
trough of the valley on both sides of the river and
I'xaniining the state of development and finality of
lands adjacent to the river.

KINGS RIVER WATER
INVESTIGATION

^^^■lteI■ sui)p]y estimates have been completed in
this inv(>stigation for six reservoir sites as proposed
by the city of Los Angeles. These sites are as fol-
lows : Junction. Cedar (irove, Sentinel, Paradise,
Tehipite. Simpson Meadows. Estimates of quantities
in rock-fill dams at the several sites have also been
completi'd for the height of dam proposed by the city
of Los Angeles. Data are being collected for the pur-
pose of estimating power developments at the various
sites. Two conferences have been held with Mr.
Randell of the Federal Power Commission.

SALINITY STUDIES

Work in counectiou with the salinity investigations
has consisted princijially of compilati(ni and to some
extent analyses of the data collected during the past
several months.

The highway laboratory has been rendering excel-
lent service in making dual analyses of about 200
samples a day. The field work in the future will be
confined princij)ally to making the standard tidal cycle
surveys.

SALT ^VATER BARRIER

A tentative program and budget covering this
investigation has been outlined and the work and
report of Walker Young reviewed in a general way.
The Walker Young Report on the Salt Water Bar-
rier is now being printed, and will be available in
about 50 da vs.

SACRAMENTO VALLEY WATER
INVESTIGATION

Geological investigations have been made on five
dam sites on the Tapper Featlier River Drainage Basin
and repoi'ts n'lidered thereon. These sites are
important items in the state-wide development of
water I'esources. Cost estimates of reservoirs at these
sites are in progress.

Rapid progress has been made in the classification
of lands and survey of crops in the Sacramento
Valley. Up to date 0(M).000 acres have been surveyed
in the field and in addition 400,000 acres have been
reclassified in the office, based on information pre-
viously ol)tained in i)i-Pi)aring the assessments for the
Sacrament <) Valley Flood Control Project. All of this
inform.-ition has been ti'anscribed onto an office map.

A survey has been made of the data available on
ground water conditions in the Sacranu'uto ^'alley
and a tentative schedule prepared for collecting data
on ground water levels this month. It is pi-oposed to
<>l)tain information on about 2(K) wells distributed
geographically throughout the valley. Where pos-
sible, wells measured by Kirk P.ryan in lOl.'J will be
utilized.

Data are being as(>sml)]ed in the office on water
re(]uirements for irrigable and irrigated lands in the
Sacramento Valley and additioiuil information is
being obtained in the field.

Water supi)ly studies of all the streams tributary
to the Sacramento Valley have been continued
tln-oughout the month.

SNOW SURVEYS

I'ractically final arrangements hiive been completed
in every watershed in the Sierra Nevada Mountains
from Kern River on the south to Pit River on the
north on the west side and for all the watersheds
on the east side for snow gaging courses, extent of
l)articipation by the state and by various interested
parties. Practically all organizations in the state
which have an interest in a water supply from these
watersheds have shown tlu'mselves to be very much
interested in the pi'oitosed work .and have agreed to
nuike substantial contributions which will amount in
some cases to as much as two-thirds of the cost of the
field work and which will average for the entire area
covered pr()bably about one-half the cost of the field
work. The state is furnishing equipment in each case
so that everything will be done in a uniform way.
This makes quite a heavy expense for the first year
but the e(]uipment is substantial and will last for
many y<'ars. The program as laid out has been some-
wli.-it conservative as it was not desired to go too far
in the first year. On the other h.-ind it was deemed
advis.-ihle to cover as much territory as possible.

WATER RIGHTS

During the month of October, 24 applications to
appropriate water were received, 20 were rejected, 19
were approved, 7 pei'mits were ri'voked and 8 licenses
were issued.

CALIFORNIA 11 Id II WAYS AXD Priil.K^ WORKS

31

^^';ltl^ iiiaslcr service \v;i>
St renins in the northern pari
month of October.

(liscont iniied on all
the state (Inrinj; I he

N.M'A tot >'TY I.WESTIGATIOX

The supervisors of IS'apa County ai)propriale(l
."rli.OdO which is to be matched by .$2,000 additional
fri)in the state to start an investigation of the water
resources of Napa Valley in particular connection
with the jn-oposed diversion from Conn Creek. In
resolutions the supervisors stated that it was their
belief that the investigation should continue for three
.\ears.

SANTA MAIUA INVESTIGATION

A meeting was held with the Chamber of Commerce
of Santa Maria Valley in regard to an investigation
of Santa Maria A'alley. While a definite program
was not outlined some work has already been started
in connection with measuring the streams entering the
vallev.

IRRIGATION DISTRICTS

During October linaiuial and economic investiga-
tions have been made of the Provident. Stinson. .James
and Terra Bella Irrigation districts. Visits have also
been made to the Glenn-Colusa, Jacinto, Anderson-
Cottonwood. El Camino. Princeton-Codora-Glenn,
Merced. Turlock. Consolidated. Riverdale. Corcoran,
Fresno and Tranquillity Irrigation districts. Con-
ferences have been held in Sacramento with the
officials of the El Dorado. Oroville-Wyandotte and
Nevada Irrigation districts relating to their pro-
posed construction and the economic development of
these districts.

Recommendation has b?en made to the California
Bond Certification Commission that the Commission
approve requests of the following districts for expendi-
tures in the amounts noted from their construction
funds for additional new constructi<m or betterment
of their works: Oroville-Wyandotte Irrigati(m Dis-
trict, $5,000; La Canada Irrigation District,
$4,330.54; AVest Stanislaus Irrigation District.
$80,007.03: total. .S00..306.5T.

The California P>ond Certification Commission has
authorized the sale of bonds by the following dis-
tricts at private sale : Oroville-Wyandotte Irrigation
District. .$5,000: West Stanislaus Irrigation District.
$1,000.

DAMS

Activities of this subdivision have been directed
first to prosc-cuting current work and second to
development of personnel and methods to adequately
handle the duties imposed by the new law governing
the supervision of dams, which went into effect in
August. Under this law not only must all new dams
be supervised by the Division, but also all existing
dams must be inspected and either approved or orders
issued for their repair. A specialized staff will be
necessary to handb^ this work. The personnel in this
subdivision at the present time consists of the Deputy
State Engineer, seven assistant engineers, and one
field party. Ample office space has been made avail-
able on the fourth fioor of the Public Works Building.

About 20 dams now under construction are being
regularly inspected, the major ones being Salt Springs

(Pacific (Jas and lOlrctric Company, Amador County),
Lyons ( P.acific (Jas and Electric Conii)any. Tuolumne
County), .funcal, Alontecito County Water District,
S:inta P.arbai-a County. Calaveras (City of Stockton,
Calaveras County), Felt Lake (Stanford University,
San Mateo Counly) and Chenery (California Water
Service Corporation, Contra Costa County). Thirty-
one applications have been received for approval of
existing dams, five for new dams, and two for
revisions and enlargements, and over $25,000 in fees
received during the current month. Twenty-six
field inspections have been made.

The 1929 law fjorcrniuf/ supervhlon of ddius has
heen- declared hy appellate court constitutional in all
essential provisions.

RECLAMATION AND FLOOD
CONTROL

Maintenance of Sacramento and San Joaquin
Drainage District. A contract has been made with

A. Mitchell of Sacramento to clear the timber growth
from the Sacramento By-pass at a cost of $875. This
work is under way.

Small crews have been engaged on routine main-
tenance work on the project in Sutter County. Some
of the trees growing along the east levee of the
Sutter By-pass are being topped to promote a thicker
and lower growth for levee protection. The irriga-
tion of willows has been discontinued for the season.

A crew of about 25 men has been engaged in main-
tenance clearing work in the by-pass channels, and
the pumping plants have been placed in condition for
operation during the winter.

Hoating river equipment has been moved up the
Sacramento River to the Sacramento Slough, and is
being used as a clearing camp to accommodate ap-
proximately 60 men. The crew at present consists
of about 40 men. and part of their time will be put
in on clearing maintenance in this vicinity. The
camp was established primarily, however, for clear-
ing construction under the flood control project.

Emerfjencij Flood Control and Rectification of
Birer Channels. All of the various matters of bank
protection mentioned in the last report have pro-
gressed in various degrees. Arrangements have been
completed for bank protection work in cooperation
with Reclamation Districts No. 535 and No. G73 at
an estimated cost of $1,800. These districts have
deposited their share of $1,200.

Request has been made for additional bank protec-
tion work on the Mad River on the property of James

B. Moore. The estimated cost of this work is $400,
of which the landowners have deposited $200.

Surveys were made and plans were completed for
the bank protection work on the P'eather River in
cooperation with Sutter County. A contract has
been awarded to the Pacific Coast Construction Com-
pany for the construction of seven tree and steel
retards on the right bank of the Feather River near
Nicolaus at a cost of $12,000. Arrangements have
been made to secure the necessary trees for this work
and construction will commence at once.

Surveys have been made at Robinson Bend on the
Feather River to determine what work is necessary
at this point. It was found that the proper procedure
here would be to block off with a levee the large wash
which has started within the last two years. The cost
of this work will be approximately $0,000. of which
Butte County will contribute one-third, the land-
owners one-third, and the state one-third. Construe-

32

CALIFORXIA inonWAYS AM) PUBLIC WOh'Ki^

tioii will coinineuco as soon ns the coiitribiiti'd funds
have been deposited.

Surveys were completed for the proi)osed bank
proteition worU al Isleton in cooperation with the
I»ivision of Highways, and i>lans are now being pre-
pared in coopei-ation with the ^Maintenance Engineer.
The estimated cost of the work is .$14,000. of which
it is i)roi)osed this Division and the Division of High-
ways shall each pay one-half.

Surveys liave been completed for bank protection
work on Andrus Island, to be done in cooperation
with Reclamation District. No. r>r>(t.

A number of other baid< protection jobs have been
under consideration but they have not yet reached
a deiiiiite shajx". Thfse are: Reclamation District
Xo. 70. Reclamation District Xo. 7."'>0. (Jleun ('(Uinty
Levee District No. '■'>. and Yager Creek in Humboldt
County.

Arrangements have been made to do a small piece
of bank i)rotection work at Randall Island in coopera-
tion with Reclamation Districts No. 551 and No.
755. The total cost of this work will be $525, of
which the state will i)ay one-third. The contribution
of the districts has already been received, and work
will be commenced in the near future.

KrSSIAN KlVKIl JETTY

All iiilc driving work in the .ietty structure has
been completed as far as it will be cari-ied this
season: that is, the south .jetty entirely aci'oss the
bar and to the beach line. The railroad trestle has
been completed and the track has been shifted to the
high bar. The quarry is being oi)ened up and a
coyote hole is being driven for a heavy blast, which
will break out about 10,000 tons of rock. It is
expected that this can be shot within the next two
weeks, after which the operations will consist almost
entirely of loading and delivering rock to the jetty.
It is fortunate that the track was in place on the
high bar and on the trestle, for the reason that dur-
ing the last week two or three heavy tidal waves
broke entirely over tlie bar and the structure. No
d:image was done aside from covering a short stretch
of the track with sand. The force now on this work
consists of foi-eman and about twenty men.

PA.tAKO RIVER ELOOn CONTROI-

Tile counties of Santa Cruz and Monterey have
each deposited -Sl.OOO for work in the I'ajaro River
in :iccoi'dance with the i)rovisions of chapter 524,
Stjitutes of 1!!2!). The work to be don:' was <'xamined
last week and the procedure determined upon, which
will be to clear the ch.-innci of all timber gi'owth by
hand. The aiiU)unt .-ivailable is .$4,000.

FLOOD .MKAST'HE.MKXTS A.XI) (lACES

A small crew has been organized and is now
engaged in examining all the automatic and staff
gages nuiintained by this office for measuring flood
stages and flows, which will i-ei|uire api)roximately
six weeks to have everything in working order for
the s' ason.

SACRAMENTO FLOOD CONTROL
PROJECT

this Department at the request of the Reclamation
I'.oard. The work is to consist of clearing in the
by-pa.sses at a cost of $0.5.000, and clearing in the
Feather River at a cost of $27,.5.5S.

Immediately u))on the execution of these contracts,
an organized force of men engaged in maintenance
clearing was transferred to construction clearing and
the force was increased to a total of 45 men who
have been engaged on the work continuously since
that time. This was done on account of the lateness
of the season, as it was imperative that work be
commenced at once. At the samf time, notices call-
ing for bids were sent out covering the bulk of tlie
clearing to be done in the by-pass. These bids were
opened on October 14, but only two -were received,
which were rejected as they were thought to be high
by at least .50 per cent.

It seems that there is an unusual condition exist-
ing among contractors interested in clearing work.
The call for bids was well advertised and, in addi-
tion, notices were sent directly by mail to over .30
contractors who have engaged in this work in the
past, but not more than eight contractors showed
any interest. The two contractors who submittid bids
operate large employment agencies in Sacramento.

In order to secure the necessary progress in this
clearing work, our floating equipment has been moved
to tlie lower end of the Sutter B.v-pass and have
organized a floating camp which will be capable of
accommodating 00 men ; and we propose to engage
this number of men on the clearing as long as the
weather permits. The camp is ideal for this purpose,
as it is movable and can be properly cared for when
the water rises in the by-pass.

Contract has been awarded to P. D. Maritsas of
Sacramento for the clearing of the piles in the
channel of the American River. His bid was unu-
sually low, .$1.S0 per pile, and it is believed that the
entire work can be done at a cost between $4. 000 and
.$5,000. The contractor has already commenced work.

Bids have been called to be opened on October 28,
for clearing a small area in the channel of the
Feather River near Marysville, which is a part of
the Feather River clearing construction.

I love the narrow winding road
That leads through farming lands;

I love it for the si)arkling streams
Tliat ripple o'er the sands.

But most of all I love it for
Its hick of hot dog stands.

On Septemlier 27. the contracts between the
Reclamatiim Board and the Deiiartment of I'ublic
Works were executed. They completed the .-irrange-
iiieiits f(u- carrying on the work of t1oo<l control
)ii-oject cleai-ing construction wiiicii is to b ■ done bv

USES AN AIRPLANE TO SURVEY DAM

Fresno — Opening an exhaustive survey of the state
water situation and to select a dam site, a group of
stat<' engineers h;^aded by Edward Hyatt, State
Engineer in charge of water res(Uirces, recently com-
pleted an aerial tour by Western Air Express planes
()f the Kings and San .Toaquin rivers.

The trip was a success, it was stated by Hyatt,
who said that a s.-itisfacfory dam site was selected
on the San .Toaiiuin River, and that preparations are
under way to have the ground survey crew begin
work. Watersheds of both rivers were inspected and
valuable data gained, the party said.

1'hose making the trii) besides Mr. Hyatt were A. D.
Edmonston and R. M. Vaughan of the State Engineer's
staff: and E. W. Kramer and .1. Nelson of the United
States Forest Service, and R. R. Randall, Federal
I'ower Commissioner.

CALFFORNIA HIGHWAYf! AAD I'UliLlG W()NKt<

MOTOR VEHICLE
DIVISION REPORTS

Frank G. Snook, Chief

NEW LICENSE PLATES

Tlu> Division is busily engaged in getting the 19o0
supplies to all branch offices in preparation for the
coining renewal. The majority of the branch offices
have received their assignment of 1030 plates. When
the "oi)ening date." December l.jth, rolls around,
every item will be in readiness.

CALIFORNIA HIGHWAY PATROL

Orders have been issued to all members of the Cali-
fornia Highway Patrol by Superintendent Eugene W.
Biscailuz to arrest all motorists caught with opera-
tors' licenses issued prior to Januaiy 1, 1927.

The order conforms to a section of the new law
canceling all licenses issued two years or more.

Motorists Avithout a license issued since January 1,
1927, or who can not show evidence that they have
applied for one will be charged with a misdemeanor.

P>iscailuz said he did not believe any large number
of motorists would be affected by the order. The
Division believes that at least 85 per cent of all the
operators in the state have secured new licenses or
have made application for them.

REGISTRATIONS

During the period from January 1 to September
yO, 1929, a total sum of $9,746,193.43 was collected.
The total number of dealers, transfers and registra-
tions recorded for this period is as follows :

Automobiles — 1,825,986

Trucks, solid tires 20,336

Trucks, pneumatic tires 63,803

Motorcycles 9,099

Trailers, solid tires 10,273

Trailers, pneumatic tires 30,238

Auto dealers 3,248

Motorcycle dealers 70

Trailer dealers 40

Transfers 502,697

Total 2,465,790

Since January 1st, 98,524 nonresident cars have
been checked through border checking stations, and
59.986 nonresident permits have been issued as of
September 30th.

INSPECTOR OF TRAFFIC

Announcement has been made of the appointment
of Captain Otto Langer as inspector in charge of
the Bureau of Traffic of the Division of Motor

\'eliicles. Captain Langer lias been in charge of the
t rathe .s(|uad of San Diego County. His head-
(|uarters will be in Sacramento.

OPERATORS' LICENSES

Fi-om July 11 to October 2:!, 1929, the Division,
with the able assistance of many police departments
throughout the state, has issued 1,414,307 operator's
licenses. As of October 23, there were approximately
2,4S0,0(M» licensed operators, and between 135,000 and
140.000 licensed chauffeurs.

OCTOBER REPORT OF
(DIVISION OF ARCHITECTURE!

George B. MacDougall, Chief

BUILDING PROGRAM

In connection with the 1929 appropriations the
Division of Architecture has accomplished in the
office up to October 1, 1929, the necessary office work
for a total construction valuation of $2,347,963. This
exceeds the amount estimated in report dated May 27,
1929, by $97,903.

Total value of work for which contracts

were awarded during October $205,423

Projects on which bids are in but awards not

yet made 121,383

Projects now out for bids 645,900

Grand total $972,706

Institutions included in October program:

Mendocino State Hospital : 3 contracts awarded,
$122,549; 3 contracts pending, $117,490.

San Francisco State Teachers College : 1 contract
aw'arded, $15,897.

I'acific Colony : 1 contract awarded, $8,920.

Sonoma State Home : 3 contracts awarded, $46,530.

Veterans Home: 1 contract awarded, $11,527.

Fort Ross, Sonoma County : Award pending for
restoration, of stockade, $1,498.

Tahoe Public Camp (ground : Award pending for
gate lodge, $2,395.

Kids to be opened :

State Nursery : Bids for painting to be ojtened,
November 1st.

San Diego State Teachers College : Bids for library
and science building to be opened, November 5th.

Public AVorks Building: Bids upon addition to be
opened, November 12th.

Veterans Home: Bids for barracks building to be
opened, November 19th.

WASHINGTON— The farm-to-market road bill,
recently passed, increases the gas tax from 2 cents to
3 cents. The additional cent will provide an esti-
mated $2,197,000 the first two years, to be distributed
among the 39 counties as follows : one-half equally
proi)ortioned. one-quarter in ratio of vehicle registra-
tion, and one-quarter in ratio of number of farm.

:m

CALIFONXIA lIiailWAYf^ AXD PUBLIC WORKi^

ALAMEDA COUNTY

The reconstruction of the 8.8 miles of highway be-
tween Hayward and Niles, widening 11 feet witli
I'ortland cement concrete and surfacing the existing
18 feet with asphalt concrete, Ilanrahan C".. con-
tractors, is progressing, all the heavier grading on line
and grade changes being complete and pouring of con-
crete in progress.

.surface from I'entland to 8an Kmigdio Koad on
Route 57.

Five mih's of non-skid surface was placed by day
labor forces on slippery portions of the Valley Route
south of Bakersfield. This is expected to consider-
ably lessen the number of accidents on this tangent
during the winter.

Force-Currigau and McLeod are rapidly completing
their contract for grading and surfacing on Route 57
from Bakersfield to the mouth of the Kern River Can-
yon. E. E. Evers is in charge for the state.

CONTRA COSTA COUNTY

The acceptance of the Prentiss Paving Company's
contract through Pinole and Hercules, opens up the
Martinez Highway from Oakland to the Carquinez
Bridge. This completed section, together with the
widened highway in use, gives a minimum width of oO
feet of surfaced highway to the Carquinez Bridge.
The wideui'd roadway is a joy to the motorist though
tile Sunday crowd utilizes it to capacity.

FRESNO COUNTY

Mr. William Wilcox was awarded the contract for
wrecking and disposing of the old highway bridge over
tlie San Joaquin River at Ilerndon.

The convict camp in the Kings River Canyon under
Superintendent I). M. Lee is making good headway
on the first section of work opened up. Provisions
for winter camp and work are complete.

Tieslau Bros, will soon complete their contract for
pre-mixed oil surface from Coaliuga to Parkfield Junc-
ti(m on the Sierra-to-the-Sea Lateral. F. N. Ilveem is
resident engineer for the state.

IMPERIAL COUNTY

Construc-tion work is most favoi-ably handled in
the winter in the Imiierial \';illey and as tills season
is apiiroacliing plans foi- a nuiiibcr of Iiniicrial Valley
projects are neariiig com|)letion.

Bids will soon be asked for paving from Brawley
to 4 miles west of Westmoreland ; paving from Myers
Creek to li miles west of Coyote Wells, widening and
resurfacing from Dixieland to Seeley ; paving from
El Centro to Iloltville ; and constructing an under-
grade crossing under the San Diego and Arizona Rail-
road .". miles west of Coyote AVells.

KERN COUNTY

Bids are being asked for on the construction of 2
miles of realignment on the Cholame Lateral west of
Lost Hills.

The Los Angeles Decomposed Granite Company was
low bidder on the construction of a pre-mixed oil

KINGS COUNTY

Day labor forces under Jack Milford are grading
and widening the roadway from Hanford to Goshen on
Route 10. Additional shoulder work from Hanford
to Lemoore will soon be put under way.

LASSEN COUNTY

The contract from Susanville to Milford, Hein Bros,
and Chittenden, contractors, is now being double
shifted and is moving along quite rapidly. No dif-
ficulties are anticipated in the progress until wet
weather sets in, at which time it will be difficult for
the contractor to screen tlie wet materials, and it may
be necessary to shut down during the winter.

It is now anticipated that the work on the contract
from Doyle to Long Valley Creek, Myer Rosenburg,
contractor, will be completed early in November and
will be open for traffic as soon as the bridges which
are also under construction on this contract, are com-
pleted.

LOS ANGELES COUNTY

The contract for a line change immediately north
of the Newhall Tunnel has been awarded to McCray
Co. Construction is started on this work.

Work on iiaving crescent-shaped areas on the Ridge
Route with bituminous macadam has been nearly com-
pleted by (Jibbons & Reed, contractors. These areas
were left unjiaved when alignment on this route was
straightened by the state day labor forces. Emulsi-
fied asphalt is being used in this work.

Rapid progress is being made in the work i>f grading
Newhall Alternate Line between Tunnel Station and
the Santa Clara River. Le Tourneau and Lindberg
are the contractors. It consists of grading a 46-foot
roadbed, S.(i miles long, and eliminates from this route
the Newhall Tunmd and several dangerous curves in
the vicinity of Newhall and Saugus. It is expected
this work will be completed about December 1st.

A contract on the Foothill Boulevard, between Glen-
dora and Claremont, for constructing 5.5 miles of
asphaltic conci'ete pavement, 30 feet by 6 inches has
been completed by Griffith Company, contractors.

The fir.st contract on the La Canada-Mt. Wilson
Highway for grading 2.6 miles of 40-foot roadbed was

CALIFORNIA HIGHWAYS AND PUBLIC WOh'KS

35

awarded to 11. W. Kohl Comiiaiiy
Gradiii}!: work is in progress.

Ill August 14tli.

MADERA COUNTY

A. T(>ichort «& Son have been awarded the contraot
for widening and resurfacing with asphalt concrete
from Califa to the county line on the main Valley
Highway. Grading operations are well under way.

The contract for a subway at Califa at the junction
of the I'acheco Pass Highway with the Golden State
Highway has been awarded to Otto Parlier of Tulare.

The ^'alIey Paving Company are grading on their
contract from Bi'renda to Califa on Route 4. Mr.
W. T. Rhodes is resident engineer on this work.

MARIN COUNTY

Haurahan Company of San Francisco were awarded
a contract to construct 11.9 miles of highway from 1
mile south of Petaluma to Ignacio. the beginning of
the job they finished last year. This section is to be
improved by the construction of a 20-foot second-story
concrete pavement and bituminous macadam pavement
with extensive line changes, particularly the one from
Xovato to Ignacio, utilizing the concrete bridge under
construction at Novato Creek.

A good start has been made ; considerable grading
and drainage structures completed and concrete pave-
ment should start in a few weeks. This job comes
between tourist seasons and it is hoped to have enough
of it completed in time to carry the 1930 summer
traffic.

The l.G-mile section between Gallinas Creek and
San Rafael, the gap necessary to complete the recon-
struction and widening from Petaluma to San Rafael
was awarded to (iranfield Farrar & Carlin of San
Francisco. This is the fourth contract obtained by
this company in the immediate vicinity of San Rafael
in the last year. Work has just started, but as the
most of the work is on an extensive line change, little
interference with traffic wUl result. The value of this
line change is very striking as it eliminates a number
of sharp curves, including the circuitous section just
north of the city limits of San Rafael and avoids
protective work over the N. W. P. R. R. Company's
tunnel portal. The new alignment fiu-nishes splendid
alignment and grades and includes an overhead cross-
ing of the N. W. P. R. R. tracks at Forbes Station
which obviates all grade crossings.

This overhead structure is planned to be advertised
for bids soon to be completed with the road ap-
proaches.

Bids are to be advertised for early in the winter
season for the surfacing of the section of new road
now being graded between San Rafael and Alto. This,
with a number of structures to be constructed are
all to be completed for summer traffic in 1930.

MENDOCINO COUNTY

The construction of three timber bridges and ap-
proaches thereto with line chiinges, on the road from
McDonald to the Sea, are nearing comph'tion. While
the winter weather will prevent any immediate
material benefit, this work will be appreciated when
the summer s(>as()n opens.

MERCED COUNTY

Day labor forces are removing the narrow bridge
at the north city limits of Merced and widening the
pavement to .'>0 feet. This will connect with the street
widening which the city of Merced is doing and
materially improve the entrance to the city.

Oil-mixed rock borders 4 feet in width have been
placed on Route 18 from Merced to the county line,
making this section safe for traffic in all weather.

NAPA COUNTY

Smith Bros, of Eureka have completed their contract
for 5.3 miles of oil-treated shoulders from Napa to
Greenwood Corner. The adjacent section. Napa Wye
to the Solano County line. I'^redrickson & Watson,
contractors, to be regraded and surfaced, is nearing
completion. These jobs, connecting with the Fred-
rickson & Watson contract to the east as recently
completed, will furnish much improved connection
from Napa Valley and Vallejo to Cordelia and the
Sacramento Valley.

ORANGE COUNTY

The contract for a line change 0.7 of a mile in length
between Serra and San .Tuan Capistrano was awarded
to Matich Bros, on August 12th. This work consists
of a 40-foot graded roadbed with Portland cement
concrete pavement, 20 feet by 7 inches. Grading is
completed on about one-quarter of a mile and is in
progress on the rest of the contract.

A contract for a line change to connect up the over-
head crossing of the A. T. & S. F. Railway at Irvine
is rapidly nearing completion. This consists of grad-
ing 0.7 of a mile and paving with Portland cement
concrete, 30 feet wide. Steele Finley is the con-
tractor.

A contract for jiaving one-half width between Santa
Ana and Anaheim was awarded on June 11th to
(xriffith Company. This section is 4.9 miles long. The
paving work is being done in cooperation with Orange
County, the state paying for a strip of pavement 28
feet by 7 inches and the county paying for a like
amount. Grading is completed on this contract and
about 2 miles of pavement have been completed.

MARIPOSA COUNTY

Oil mixing work on the Tosemite All-year Highway
has been ocmpleted from the Mariposa County line to
the Tosemite National Park. This road is now in
good condition for the winter travel.

PLUMAS COUNTY

Work is complete on the contract from the Tehama
County line to 6^ miles east, Charles Harlowe, Jr.,
contractor. This section will be put in use by the
public as soon as the project immediately west of it

CATJFORMA inOTIWAYS AXl) PVIiLIC WORKS

is coniplott'd by the Bureau oi Tublic Koads. This
will bo acconiplishod about the first of November.

RIVERSIDE COUNTY

The work of coustructing the abutments and super-
structure of the Wineville grade separation on the
Riverside -Pomoua Highway is well under way. The
work is being done in cooperation with the Division of
Highways by the Union Tacific Railroad Company.

< )ii cdiupletion of the railroad company's contract, the
DivisioM of Highways will let a contract for paving
ilic highway under the structure.

Of interest to Riverside County are two bridges
being constructed on the Riverside-Pomona Highway.

< >iu' of these bridges will span the San Antonio Wash
at the (>ast city limits of Pomona and the other will
cross a storm drain channel at Collins.

That i)ortion of the Riverside-Phoeuix route via
Mecca and Blythe known as the "Box Canyon" has
been damaged by floods three times during the past
summer. The Maintenance Department has estab-
lished a camp at Shavers Well for the purpose of
repairing the damage. Grader crews are at work and
surfacing material is being supplied where ueeded.
The road is open and in good condition.

SAN BERNARDINO COUNTY

Steel Finley has almost completed his contract
from Claremont to Cherry Avenue on the Foothill
Boulevard, between Los Angeles and San Bernardino.
The pavement widening and resurfacing is complete
Mild open to public traflic. The original IS-foot Port-
land cement concrete pavement has been widened to
30 feet and resurfaced with asphalt concrete. Simul-
taneously with this project the Pacific Electric under-
grade crossing one-half mile east of Upland has been
widened.

(Jeorge Herz & Company have completed their con-
tract for constructing 2(»-foot Portland cement con-
crete pavement on the San P>ernardino-El Centro
route from San P.ernardino to Santa Ana River, a
distance of about 2 miles. Sp;'cial attention has been
given to making a good connection with the streets
radiating from the intersection in front of the
National Orange Show I'uilding.

The Dillon and Boles conti-act for grading and oil-
treated surfacing on the Arrowhead Trails Highway
between Yerrno and Dunn is nearing ccmipletion.

The (Jeorge Herz & Company contract for similar
improvement on the above route from Barstow to
Yermo is now well under way.

Two new contracts have been awarded to the New
Mexico Construction Company for grading and oil-
tr<*ated surfacing on the National Old Trails Highway
extending from 2 miles west of Argos to (» miles east
of Aniboy. Work will soon be started.

The Alli«'(l Contractor.s' project for similar improve-
ment on the above route from 4 miles west of Hector
to 2 miles west of Argos is about 70 per cent eom-
l>lete.

borders on portions of the Coast Route between the
city limits of San Diego and Oceanside.

A contract for grading the Rose Canyon Road
between P.alboa avenue and Torrey Pines road was
awarded on August loth to the R. E. Hazard Con-
tracting Company. This section is 5.4 miles long
and is to be a 4G-foot graded i-oadbed. About one-half
mile has been graded to date.

The contract for grading a roadbed .">(! feet wide and
placing of I'ortland cement concrete pavement 20 feet
by 7 inches is in progress between I'ine Valley and
Kitchen Creek on the San Diego-El Centro Highway.
It is expected that this section will be completed by
the end of the year.

A contract for 4. .5 miles of 3S-foot graded roadbed
between Ea Posta Creek and Miller Creek on the San
Diego-El Centro Highway was awarded on May 27th
to the Nevada Contracting Company, (irading is com-
pleted for a distance of about 2 miles.

A contract for grading 3.9 miles of 3G-foot roadbed
from Kitchen Creek to La Posta and paving with 20
feet by 7 inches Portland cement concrete was awarded
on Jiuie 2r)th to Basich Bros. About 1 mile of rough
grading is ccmipleted. and grading is now in progress
on about 2 miles. This section is on the San Diego-
El Centro Highway.

SAN MATEO COUNTY

The Bayshore Highway, San Francisco to South
San Francisco, is complete, except a section of about
one-quarter-mile through the deep cut at Sierra Point,
where slides have developed. Much of this slide
material has been removed but in order to complete
the work and to care for the probable additional
slides during wet weather, the contractor has re-
tained a small amount of equipment on the job.

Bids are to be advertised for this fall to grade
and surface the 7.3 miles section of the Bayshore
Highway from 5th Ave., San Mateo to Redwood City.
This work, consisting mostly of embankment 60 feet
wide, is interesting in that there are three distinct
types of material, hydraulic fill, dragline fill and im-
ported borrow to be used in varying arrangements and
a total yardage of about 000,000.

SAN MATEO, SANTA CLARA AND SANTA
CRUZ COUNTIES

The Skyline Boulevard. — Twohy Bros. Co. and J.
F. Shea Co., grading and surfacing contractors, on
the 13.8 miles between La Honda Road and Sara-
toga (h\]). having comiileted their contract, the state
forces placed an armor coat oil surface and the road
was oi)ened on September 28th. Each succeeding sec-
tion of this boulevard only further stamps it as one
of the finest scenic roads of the state. The rapid
change of vista, now the broad Pacific, then the
beautiful San Francisco Bay and Santa Clara Valley,
with frequent glimpses of wild redwood gulches, or
of the sparkling Spring Valley lakes, furnish
material for a delightful pleasure trip, spiced as it
is with swinging curves and steep slopes, gigantic
redwood trees, fragrant pines, colorful madrones and
manzanita, with redberries and forest flowers.

SAN DIEGO COUNTY

Work has just been start e<l by the R. E. Hazard
Contracting Co. of San Diego on constructing oil rock

SANTA CLARA COUNTY

The section of the Peninsula Highway, Sunnyvale
to Santa Clara, N. M. Ball, contractor, is completed

CALIFORXLl lUanWAYS AXL) I'VHLIV WOHKS

37

except (•leanup. It is the first piece of the contein-
plated widening of this highway from Palo Alto to
Santa Clara in three sections. The second section from
Palo Alto southei-ly, 4.3G miles, is to be advertised
soon. The thii'd and connecting section is to come
up early next year.

The newly completed section, with its diagonal
realignment eliminating two right-angle turns, is a
fine piece of road, the whole section being a striking
example of modern highway standards as applied to
valley roads.

SHASTA AND TRINITY COUNTIES

A crushing plant set up on the Shasta County end
of the contract on the Trinity Lateral awarded to
A. Milne, has completed its run and has been closed
down. The other crushing plant, located in Grass
Valley Creek in Trinity County, is producing rock in
a very satisfactory manner and the contract is pro-
gressing rapidly.

SISKIYOU COUNTY

The first 10-foot strip of pavement throughout the
whole length of the job on the Shasta River to Gazelle
contract, T. M. Morgan Paving Company, was com-
pleted on October IS and the contractor has now
returned to the southerly end of the job to begin
laying the second strip. It is estimated that the pav-
ing work will be completed about the first of December
and that we will be able to turn the new pavement
over to the traffic about Christmas time.

Paving work on the contract at Spring Hill,
Mathews Construction Company, contractors, will be
started on this contract on October 23 and it is esti-
mated will be completed before the end of November.

TEHAMA COUNTY

A contract has just been awarded to A. F. Giddings
of Sacramento for gravel surfacing and screenings for
stockpiles on the Red Bluff-Susanville Lateral from
Paynes Creek to Morgan Springs. The contractor is
assembling his machinery and getting it ready to ship
to the work. Nothing has been done on the ground
as yet. This reinforcing and stockpiling of screen-
ings is preparatory to placing an armor coat for our
next season.

TULARE COUNTY

The Valley Paving Company is well along with the
grading and culvert work and have started laying
headers on their contract on the Golden State High-
way between Pixley and Delano. The completed job
will be a 20-foot asphaltic concrete resurface. H. B.
La Forge is resident engineer on this contract.

Members of the state highway patrol force found
more than a thousand violations of the ti-affic laws in
less than a month. Is it any wonder that cars fall
off cliffs, run into trees, get into fights with loco-
motives, and otherwise misbehave? — Baudette Region.

Record of B ids and A wards

HIGHWAY BID OPENINGS FROM
SEPTEMBER 25 TO OCTOBER 21

CALAVERAS COUNTY— Between 2 and 4 miles
south of Mokelumne Hill, 2.2 miles to be surfaced
with screened gravel. Dist. X, Rt. 65, Sec. A. M. J.
Bevanda, Stockton, $9,954 ; A. V. Alder, Sacramento,
$8,485; Robt. Heaney, Hayward, $6,628. Contract
awarded to Adams Co., Angels Camp, $5,028.

COLUSA COUNTY — For widening existing road-
bed to 26 feet, about 0.9 miles. Dist. Ill, Rt. 15, Sec.

B. Contract awarded to C. R. Merrill, Williams,
$11,251.08.

DEL NORTE COUNTY— Between Elk Valley and
li miles south of Smith River, portions to be drained.
Dist. I, Rt. 1, Sec. C. L. C. Seidel, Oakland,
$16,346.24.

EL DORADO COUNTY— 3.8 miles to be surfaced
with untreated crushed gravel or stone. Dist. Ill,
Rt. 65, Sec. C. Tieslau Bros., Berkeley, $14,000;
Montfort & Armstrong, Sacramento, $18,000; W. S.
Biggs, El Dorado, $14,740. Contract awarded to Hem-
street & Bell, Marysville, $11,750.

FRESNO-MADERA COUNTIES— Removal and
disposal of old Herndon Bridge. Dist. VI, Rt. 4. Sees.
C and A. Contract awarded to Wm. Wilcox, Selma,
$1,800.

HUMBOLDT COUNTY — Between Fish Creek and
Stephens Grove, 2.9 miles to be graded and surfaced
with untreated crushed gravel or stone. Dist. I,
Rt. 1. Sec. B. J. M. De Luce, Oakland, $147,956;
Jasper-Stacy Co., San Francisco, $229,412 ; Kennedy-
Bayless Const. Co., Oakland, $178,646; J. E. Johns-
ton. Stockton, $168,832 ; J. F. Knapp, Oakland, $154,-
009; S. H. Palmer Co., San Francisco, $190,022;
Ariss-Knapp Co.. Oakland. $187,195 ; Wren & Green-
ough. Portland. Oregon, $139,940 ; Mercer-Fraser Co.,
Eureka, $177,362; Guy F. Atkinson Co., San Fran-
cisco. $179,585 ; D. McDonald, Sacramento, $178.091 ;
W. H. Hauser, Oakland, $143,010; C. R. Johnson,
Portland, Oregon, $177,894. Contract awarded to E.

C. Coats, Sacramento, $130,767.60. .

INYO COUNTY — Between Little Lake and Coso
Junction, 3.7 miles to be graded and surfaced with oil-
treated gravel or stone. Dist. IX, Rt. 23, See. G.
A J Grier, Oakland. $70,214. Contract awarded to
Fred W. Nighbert, Bakersfield, $63,297.69.

LOS ANGELES COUNTY— Between Xewhall
Tunnel and Newhall. 1.1 miles to be gi-aded and paved
with Portland cement concrete. Dist. VII. Rt. 4,
Sec. E. H. E. Cox and Son and G. W. Kuhn Co.,
Los Angeles. $76,523 ; George Mitchell Co.. Hunting-
ton Park. $98,179; Gibbons and Reed Co., Burbank,
.$94.541 : McWilliams and Ritchey, Los Angeles, .$98,-
437; Matich Bros.. Elsinore, $77,511; McCray Co.,
Los Angeles, $69,087; C. G. Willis & Sons, Los
Angeles, $72,698; O. A. Lindberg, Newhall, .$93,588.
Contract awarded to McCray Co.

MADERA COUNTY — Across Cottonwood Creek,
about 3 miles south of Madera, a reinforced concrete
girder bridge. Dist. VI, Rt. 4. Sec. A. Oakland Har-
bor Const. Co., Oakland. $29,697; Otto Parlier,
Tulare, $32,104; George J. Ulrich Const. Co.,
Modesto, $32,737; R. B. McKenzie. Red Bluff. $33,-
155; E. B. Skeels, Roseville, $32,669; M. B.

38

(WLIFOHXIA HIGHWAYS AXD PUBLIC WORKS

Mf(J()\van, !f32,412 ; Carl II. Peterson. San Francisco,
ii;30.r)4:; ; Liner & Allen, Merced, .$81.0!)4. Conlract
awarded to (Jeo. (J. Wood, Fresno. $28,002.50. )

MONTEREY COI'NTY— At San Ardo. l.f) miles
to be graded and paved with Portland cement con-
crete. Dist. V. Rt. 2. Sees. II and G. C. W. Wini-
mer & J. F. Shepardson. P.akersfield. $112,400; Corn-
wall Const. Co.. Santa P.arbara. .$li:U84 ; Penin-
sula Paving Co.. San Francisco. .$!Ki.620 : J. F. Knapp,
Oakland. .$!»S.2TS: Meyer Rosenberg. San Francisco,
.$li:!.TSl; Ariss-Knapp (\>.. Oakland, .$131,802:
McCray Co.. Los Angeles. $100,548; W. A. Danton-
ville. Salinas. .i?i»7.444.7r> ; Isbell Const. Co.. Fresno.
$110,080; (iranite Con.st. Co.. Watsonville. $104,750;
M. J. Bevanda, Stockton, $08.:>10 ; Prentiss Paving
Co., San Jose, $05,047 ; C. T. Malcom, Walnut Creek.
Contract awarded to Fredrickson & Watson Const.
Co.. Oakland, $05,450.30.

MONTEREY COITNTY— 23 miles north of San
Simeon, constructing :i timber bridge across Villa
Creek. Dist. A', Rt. 50. Sec. A. C. C. Gildersleeve,
Felton. $13,800; E. D. .Larvis and Will Porter. San
Luis Obispo, $20,810; Theo. M. Maino. San Luis
Obispo. $14,030. Contract awarded to H. C. Whittv.
Sanger. $11,044.

PLACER COTTNTY— Bridge across Coon Creek
overflow. Dist. Ill, Rt. 3. Sec. B. Matt J. Bevanda,
Stockton, $0,630 ; R. B. McKenzie, Red Bluff, $8.747 ;
Peter F. Bender, North Sacramento. $0,820. Contract
aw.arded to C. C. Gildersleeve, Napa, $8,738.50.

SAN BERNARDINO COUNTY— Between 1.5
miles west of Siberia and (i miles east of Amboy. 22.4
miles to be graded and surfaced with oil-treated
crushed gravel or stone. Dist. VIII. Rt. 58. Sec. J
.and K. P. J. Aknadzich. Los Angeles. $535,820; V.
R. Denis Const. Co., S;ui Diego. $411,224; Dillon and
Boles. Los Angeles. $410.1.">5 ; Ilodgman and Mac-
Vicar. Pasadena. $387,740; George Ilerz & Co.. San
Bernardino, $418,0.55; Allied Contractors Inc.,
Omalia, Nebraska. $300,107; Isbell Construction Co.,
Fr.'sno. .$400,504; S. .T. Hales. Santa Ana, .$300,747;
Lord and Bislio]). Oroville. $43(>.7e2; C. R. Adams,
Nevada City, .$430.000 ; Fredrickson & Watson Const.
Co.. Oakland, $430.20:>. Contract awarded to New
Mexico Const. Co.. Inc.. Denver, Colorado, $384,533.40.

SAX .TOAQUIN (Y)T'NTY— Near French Camp, 2
timl)''r trestles. Dist. X. Rt. 5. Sec. B. Fredrickson
& Watson Construction Co.. $24,500 ; Lord and
Bisliop. Oroville, $24,130; C. W. Wood. Stockt<m.
824.205; (Jriffith-IIunter. Inc., Sacramento, .$2;'..077 :
R. P.. McKenzie, Red P.luff, .$24,070: Carl Nelson.
Stockton, .$24,070. Contract nwanlcd to M. P..
Mc(;owan, .$2.3,543..50.

SONOMA AND MARIN COUNTIES— A rein-
forced concrete bridge across San Antonio Creek, 0
miles south of Petaluma. Dist. IV, Rt. 1. Sees. C
and A. C. C. Gildersleeve, $23,015; M. B. McGowan,
San Francisco. $22..500 ; A. T. Howe, Santa Rosa,
.$25,700; Rocca & Coletti, San Rafael. .'(;23,5.50. (\m-
tract awarded to McDonald & .Maggiora, Sausalito,
.$2(K035.

TEHAMA COUNTY— lietween Butte County line
and Red Bluff, furnishing and jiauling and i)lacing
untreated crushed gi-avcl surfacing. Dist. 11. Rt. 3,.
Sees. A and I). P,echtel-K:iiser Rock Co.. Oakland,
$11, T;45; .Tames E. .Tohnson. Stockton. $13.2S7. Con-
tract awarded to Ilemstreet and P>eil. .M.iivsvilb'.
$11,137.80.

TTTOLUMNE COUNTY— Between 1 mil., north-
west of Shaws Flat and the Columbia-Sonora Road,
1.0 miles to be surfaced with screened gravel. Dist.
X. Rt. 05. Sec. A. Conti'act aw.nrded to The Adams
Co., Angels Camp, $5,084.

ACCEPTANCES OF CONTRACTS

Contiact of Maurer »& Sons of Eureka for con-
structing a reinforced concrete bridge across Salmon
Creek in Humboldt County on the Redwood High-
way. Approximate cost $10,000.

Contract of Webber Construction Company of Cres-
cent City for constructing reinforced concrete bridge
across Ilardscrabble Creek near Adams Station in
Del Norte County on the Redwood Highway. Ap-
proximate cost $10,100.

Contract of J. E. .Johnston of Stockton for con-
structing a graded roadbed and placing crushed rock
surfacing thereon from the southerly boundary of
Del Norte County to Richardson Creek. Approxi-
mate cost $200,800.

Contract of A. Teichert tfc Son of Sacramento for
constructing a bituminous macadam pavement between
Fairville and Vineburg .Tunction, Sonoma County,
7.4 miles on the Ignacio-Napa-Cordelia road. Ap-
proximate cost .$8(j.000.

Contract of Ilemstreet & Bell of Marysville for sur-
facing and oiling from Butte City to the Chico Road,
Glenn County, on the Orovill(>-Willows lateral. Ap-
proximate cost $0,000.

Contract of J. F. Collins of Stockton for construc-
tion of gravel shoulders from Bradley Crossing on to
the road from Merced to Sequoia. Approximate cost
$7,000.

Contract of Bartlett •& Mathews of Pasadena for
constructing a graded roadbed with oil-treated crushed
stone surface from Mojave to a point 7 miles south
of Cinco on the Mojave-( )wens Valley Highway in
Kern County. Approximate cost $08,000.

Contract of A. G. Raisch of San Francisco for
constructing an asphalt concrete pavement through
the San Anselmo in Marin County for about 0.0 of
a mile. Approximate cost $10,700.

Contract of D. McDonald of Sacramento for con-
structing a double box culvert across Meeks Creek in
El Dorado County on the Placerville-Tahoe Road.
Approximate cost $10,750.

Contract of J. I*. Holland. Inc.. of San Francisco
for constructing a graded roadbed between Drytown
and Amador City on the Mother Lode Highway for
about 2.8 miles in Amador County. Approximate cost
$102,000.

C.mtract of A. Teichert & Son. Inc.. of Sacramento
for constructing a graded bed and jilacing a bitumin-
ous macadam surface between I'^strella River and the
Sacr.-imento Ranch in San liUis Obisjio County on the
Cholame lateral. Approximate cost $7!), 100.

Contract of E. M. and Edgar Noble of Marysville
for constructing a gr.-ided roiidbed between a point 1
mile northwest of Slniws Flat and the Sonora-
Colmnbia ro.ad in Tuolumne County on the IMother
Lode Highway. Aiii)r(txim:ite cost $22,000.

Contract of Lord & Bishop of Oroville for con-
structing a timber bridge across the Little Sur River
between (^irmel and Cambi'ia in Monterey County.
Approximate cost $27,500.

Contract of Webber Construction Co. of Crescent
City for placing untreated crushed rock surfacing be-
tween Ricliardson Creek ;nid Kl.am.ath River in Del
.\orle County for aliout 2.2 mih's. Approximate cost
$10,500.

Contract of SiniMi Brothers of Eureka for con-
struction of oil-treated rock borders between Napa
and (Jr(>enwood corner in Napa County for about 5.2
miles. Approximate cost $15,300.

CALIFOUMA IIKIinVAYK AM) I'l liLIV iro/,'A'.S'

39

WATER PERMITS AND
APPLICATIONS

Permits to Appropriate Water, Issued by the
Department of Public Works, Division of Water
Rights, During the Month of October, 1929.

CALAVEKAS COl'NTY— Permit :«ol, Applira-
tion a!).S2. Issued to Comiiiifhe (toUI Dredging Co..
Los Angeles, Oct. lU, IMlii). for 2 (\f.s. from Mokeluniue
ill Sec-. 12, T. 4 N., R. J> E.. M. D. M., for mining
puri)oses. Estimatrd cost $7,500.

EL DORADO COUNTY— IVrmit :W:{8. Application
6335. Issued to V. S. Eldorado National Forest,
Placerville, Sept. 30. 1020. for 5000 gallons per day
from Eagle Falls Creek in Sec. 2S. T. 13 N., R. 17
Vj.. M. D. M.. for domestic purposes. Estimated cost
$250. (Note. Permit 333S issued Sept. 30. 1020. was
omitted from Sept. publicity list. )

EL DORADO COUNTY— Permit 3341, Application
t>105. Issued to Horace M. Scales, San Francisco.
Oct. 11. 1029, for 500 gallons per day from unnamed
stream in Sec. 21. T. 11 N.. R. 1^, E., M. D. ~Si.. for
domestic purposes.

EL DORADO COUNTY— I'ermit 3346, Application
6350. Issued to Henry A. Arvidson, et al.. Placer-
ville. Oct. 14. 1020, for 0.12 c.f.s., from unnamed
spring in Sec. 12, T. 13 N.. R. 10 E., M. D. M.. for
mining purposes. Estimated cost $1,500

EL DORADO COUNTY— Permit 3343, Application
6304. Issued to Cathedral Water Association. Fallen
Leaf. Oct. 11. 1929. for 0.025 c.f.s. from Cathedral
Springs in Sec. 15, T. 12 N.. R. 17 E.. M. D. M.. for
domestic purposes. Estimated cost $1,000.

HUMBOLDT COUNTY— Permit 3348. Application
6392. Issued to P. M. Schmook, Scotia, Oct. 14, 1929,
for 0.0107 cubic foot per second from Eel River in
Sec. 31, T. 2 N., R. 1 E., H. il. for irrigation of 1.51
acres. Estimated cost $400.

IMPERIAL COUNTY— Permit 3340. Application
6307. Issued to John Diehl. Palo Verde, Oct. 1, 1929,
for 0.19 c.f.s. from unn:imed lake in Sec. 22, T. 9 S.,
R. 21 E.. S. B. M.. for irrigation of 15 acres. Esti-
mated cost $700.

LOS AN(;ELES COl'NTY— Permit 3342. Applica-
tion 6195. Issued to Lulu S. Diven. Los Angeles. Oct.
11. 1929, for 0.075 c.f.s. from a spring in Sec. 31. T.
4 N.. R. 11 W., S. B. M., for doine.stic and irrigation
of 4 acres. Estimated cost $500.

MONO COUNTY— Permit 3347, Application 6276.
Issued to Gordon McBride. Bishop. Oct. 14. 1929, for
0.0003 c.f.s. from Rock Creek in Sec. 33. T. 4 S.. R.
30 E.. M. D. M.. for domestic use. Estimated cost $75.

PLACER COUNTY— Permit 3349, Application
6332. Issued to Pacific Gas & Electric Company, San
Francisco, Oct. 15, 1929, for 120 c.f.s. augmented flow
of Bear River in Sec. 22. T. 15 N.. R. 9 E.. M. D. M.,
for power purposes. Estimated cost $7(52.000.

RIVERSIDE COUNTY— Permit 3354, Application
6317. Issued to county of Riverside. Riverside. Oct.

29, 1929, for 0.02 c.f.s. from Bicknell Spring in Sec.
18. T. (5 S., R. 3 E., S. B. M.. for domestic purposes.
Estimated cost $2,000.

SAN BERNARDINO COUNTY— Permit 3344. Ap-
plication 6108. Issued to Department of Public
Works, Division of Highways. San Bernardino. Oct.
11, 1929, for 0.15 c.f.s. from unnamed spring in Sec.

30, T. 2 N., R. 3 W., S. B. M., for proposed public
recreational grounds. Estimated cost $1,300.

SAN I'.EHNARDLXO COUNTY— I'erniit 3:!5(». Ap-
plication 61()4. Issued to Mrs. Dorothy M. Witwer,
Devore, Oct. 15. 1929. for 0.1 c.f.s from unnamed
spring in Sec. .32. T. 2 N., R. 5 W.. S. B. M., for irri-
gation and domestic purposes on 10 acres. Estimated
cost $100.

SAN I)Ii:(JO COUNTY— Permit 3339. Application
l>217. Issued to Norman Yi. Veaz(\y, Aguanga, Oct.
1. 1929. for 0.025 c.f.s. from Lay ton Canyon in Sec.
24. T. 9 S.. R. 2 E.. S. B. M., for irrigation and
domestic use on one acre. Estimated cost $100.

SAN DIE(;o COUNTY— Permit 3.",45, Ai)plication
(i251. Issued to Division of Highways. Sacramento,
Oct. 11, 1029, for 0.12 c.f.s. from Descanso Mountain
Spring in Sec. 26. T. 15 S., R. 3 E., S. B. M., for
the traveling public. Estimated cost $100.

SISKIYOU COUNTY— Permit 3355. Ai.|)lication
63(i7. Issued to Great Northern Quicksilver Mines.
Inc.. San Francisco, Oct. 30, 1929, for 0.25 c.f.s. from
East Fork of Empire Creek in Sec. 18. T. 47 N., R.
7 W.. M. D. M.. for mining purposes. Estimated cost
$8,000.

TRINITY COUNTY— Permit 3352. Ai.pli. ation
6361. Issued to John E. Young. Ruth, Oct. 22. 1929.
for 2 c.f.s. from Littlefield Creek in Sec. 31, T. 2 S.,
R. 8 E.. II. B. M.. for irrigation and domestic pur-
poses. Estimated cost $500.

TRINITY COUNTY— Permit 3353. Application
(;2.vo. Issued to Gus Perigot. Blue Lake. Oct. 29.
1929. for 125 c.f.s. from New River in Sec. 3(). T. 6
N.. R. 7 E., II. M. for mining purposes. Estimated
cost $200,000.

Applications for Permit to Appropriate Water

Filed with the State Department of Public

Works, Division of Water Resources, During
the month of October, 1929,

BUTTE COUNTY— Application 6449. Holly Cit-
rus Land Company, 2020 N. Oxford Ave.. Hollywood,
for 1.25 c.f.s. from 2 unnamed streams tributary to
Wyandotte Creek. Iloncut Creek and Sacramento
River to be diverted in Sec. 6, T. 18 N.. R. 5 E.,
M. D. M., for irrigation i)urp()ses. Estimated cost
$2,500.

CALAVERAS AND SAN JOAQUIN COUNTIES
— Application 6458. Ralph (J. Houston and Raymond
W. Miller c/o A. L. Cowell. Atty.. Stockton, for 150
c.f.s. from Calaveras River tributary to Sau Joaquin
River to be diverted in Sec. 5, T. 2 N., R. 9 E.,
M. D. M., for irrigation and domestic purposes.

DEL NORTE COUNTY— Application (M56. Rus-
sell Reid. c/o (ieo. D. Grant. Crescent City, for 1 c.f.s.
from Branch Creek tributary to High I'rairie Creek
to be diverted in Sec. 28, T. 14 N.. R. 1 E.. H. M..

for irrigation and domestic purposes. Estimated cost
$200.

DEL NORTE COUNTY— Application (5453. Mrs.
E. F. Raymond and Sons, c/o Austin Raymond, Cres-
cent City, for 5 c.f.s. from Patrick's Creek tributary to
Smith River (Middle Fork) to be diverted in Sec. 9.
T. 17 N., R. 3 E.. II. M., for power purposes. Esti-
mated cost $5,000.

EL DORADO COUNTY— Application 6459. Mrs.
M. E. Drussell, 393 Randolph. Napa, for 200 gallons
per day from unnamed spring tributary to South Fork
American River to be diverted in Sec. 15, T. 11 N.,
R. 17 E.. M. D. M., for domestic purposes. Estimated
cost $150.

INYO COUNTY— Application 6468, The Ballarat
Mining Corporation, Ballarat, P. O. Box 246, Trona,

40

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

for 0.(X5 c.f.s. from Sunset Spring, Jack Pot Canyon,
tributary to Panamint Valley Sinks to be diverted in
Sec. 12, T. 22 S., R. 44 E., M. D. M., for mining and
milling purposes

INYO COUNTY — Application G46G. American
Potash and Chemical Corporation, Trona, for
0.0544 c.f.s. from Christmas Spring tributary to
Searles Lake to be diverted in Sec. 26, T. 24 S., R. 42
E., M. D. M., for industrial, domestic and mining pur-
poses. Estimated cost $4,840.

INYO COUNTY— Application G4G0. John H.
Thorndike, c/o Chandler, Wright & Ward, Attys.,
Bartlett Bldg., Los Angeles, for 0.10 c.f.s. from un-
named spring tributary to Wild Rose Canyon Water-
shed to be diverted in Sec. 3, T. 20 S., R. 45 E., M. D.
M., for irrigation and domestic purposes. Estimated
cost $2,000

MENDOCINO COUNT Y— Application G464.
Thomas S. Van Fleet, 333 High St., Turlock, for 0.5
c.f.s. from West Branch of Russian River tributary
to Russian River to be diverted in Lots 25, 2G, 27,
Calpella Fruit Land Tract No. 3, for irrigation pur-
poses. Estimated cost .$1,000.

MERCED COUNTY— Application G470. San
Joaquin Light and Power Corporation, c/o J. W.
Jourdan, Dist. Engr., Fresno, for 1750 c.f.s. from
Merced River tributary to San Joaquin River to be
diverted in Sec. 4, T. 5 S., R. 15 E., M. D. M., for
power purposes. Estimated cost $400,000.

MONO COUNTY— Application 64G3. Telge E.
Hardy, Coleville, for 1 c.f.s. from four small springs
tributary to no stream to be diverted in Sec. 12, T.
S N., R. 22 E., M. D. M., for domestic and irrigation
purpose. Estimated cost $3,000.

PLACER AND NEVADA COUNTIES— Applica-
tion G4G5. Bear River Water & Power Company, c/o
Dr. J. L. Rollins, Colfax, 110,000 acre-feet per annum
from Bear River and its tributaries tributary to
Feather River to be diverted in Sees. 27 and 22, T. 15
N., R. 9 E., M. D. M., for power purposes. Estimated
cost $2,500,000.

PLUMAS COUNTY— Application G4G9. Henry
Hollye, Twain, for 0.025 c.f.s. from unnamed spring
tributary to East Branch of North Fork of Feather
River to be diverted in Sec. 21, T. 25 N., R. 8 E.,
M. D. M., for domestic and irrigation purposes. Esti-
mated cost $200.

RIVERSIDE COUNTY— Application G462. Motor
Transit Terminal Corporation, 220 E. Market St.,
Los Angeles, for 1 c.f.s. from a series of ponds and
swamps, unnamed, tributary to Santa Ana River
to be diverted in Sec. 31, T. 2 S., R. G W., S. B. M.,
for irrigation and recreational purposes.

SAN BERNARDINO COUNTY— Application G455.
Geo. R. Hicks, 527 3d St., Banning, for 2.5 c.f.s. from
Upper Little Morongo Creek tributary to Mission
Creek to be diverted in Sec. 2, T. 1 S., R. 4 B., S. B.
M., for irrigation and domestic purposes. Estimated
cost $200.

STANISLAUS COUNT Y— Application G467.
Alexander J. Silveira, c/o Brown & Chamberlain,
Attys., Modesto, for 0.5 c.f.s. from San Joaquin River
tributary to Suisun Bay to be diverted in Sec. 8, T. 6
S., R. 9 E., M. D. M., for irrigation purposes.

SUTTER COUNTY— Application G451. James R.
Young, Cranmore, for 1.94 c.f.s. from Sacramento
River tributary to Suisun Bay to be diverted in Sec.
14, T. 13 N., R. 1 E., M. D. M., for irrigation pur-
poses. Estimated cost $5,000.

SUTTER COUNTY— Application G457. E. H.
Christenson & Son, Route 3, Yuba City, for 10.9G

c.f.s. from Sacramento River tributary to Suisun Bay
to be diverted in Sec. 28, T. 13 N., R. 3 E., M. D. M.,
for irrigation purposes. Estimated cost $G,000.

SUTTER COUNTY— Application G454. Austin
Kramer, Knights Landing, for 1.30 c.f.s. from Sacra-
mento River tributary to Suisun Bay to be diverted
in Sec. 29, T. 12 N., R. 2 E., M. D. M., for irrigation
purposes. Estimated cost $5,000.

VENTURA COUNTY— Application G452. Regin-
aldo Ruiz, Ojai, for 300 gallons per day fi-om 2 un-
named springs tributary to Sespe Creek to be diverted
in Sees. G and 7, T. G N., R. 23 W., S. B. M., for
domestic purposes. Estimated cost $1,000.

YOLO COUNTY— Application G450. Mrs. Annie
Kirkup, Knights Landing, for 9.18 c.f.s. from Sacra-
mento River tributary to Suisun Bay to be diverted
in Sec. 23, T. 13 N., R. 1 E., M. D. M., for irrigation
purposes. Estimated cost $5,000.

YOLO COUNTY— Application G4G1. Don McKin-
ney, Esparto, for 200,000 acre-feet per annum from
Cache Creek tributary to Sacramento River to be
diverted in Sec. 5, T. 10 N., R. 2 W., M. D. M., for
industrial purposes. Estimated cost $12,000,000.

AWARDS OF CONTRACT
DIVISION OF ARCHITECTURE

PACIFIC COLONY at Spadra— For furnishing
and installing concrete pipe drains. Awarded to Flem-
ing Construction Company of Pomona ; price $8,920.

SONOMA STATE HOME at Eldridge— For gen-
eral work on ward building. Awarded to C. H. Dodd
of Stockton ; price $37,850.

For plumbing and heating work on ward building.
Awarded to Jos. C. Black of Stockton; price $7,600.

For electrical work on ward building. Awarded to
Latourrette-Fical Company of Sacramento ; price
$1,080.

VETERANS HOME, Yountville— For employees
cottages. Awarded to the Minton Company of Moun-
tain View; price $11,527.

RESTORATION OF STOCKADE at Fort Ross,
Sonoma County. Awarded to J. M. Eckert of Dun-
can MUls ; price $1,498.

GATE LODGE at Tahoe Public Camp Ground
near Tahoe City. Awarded to N. R. Mayfield of
Tahoe City; price $2,395.

If your nose is close to the grindstone rough,
And you hold it down there long enough,
In time you'll say there's no such thing
As brooks that babble and birds that sing ;
These three will all your world compose —
Just you, the stone, and your darned old nose.

The Motorist's Prayer

Teach us to drive through life without skidding
into other people's business. Give us chains and pre-
serve our brake linings before we go too far. Help
us to hear the knocks in our own motors, but keep our
ears closed to the grinding of other people's gears.
Keep alcohol out of our radiators and stomachs. Ab-
solve us from the mania of trying to pass others Avho
are going well and fast enough. Above all, open our
eyes to guiding signals, our ears to warning bells,
and teach us to keep one foot on the brake. — National
News.

STATE OF CALIFORNIA

Department of Public Works

HEADQUARTERS: PUBLIC WORKS BUILDING, ELEVENTH AND P STS., SACRAMENTO

C. C.YOUNG Governor

B. B. MEEK Director

Corning De Saules Deputy Director

DIVISION OF HIGHWAYS

CALIFORNIA HIGHWAY COMMISSION

RALPH W. BULL,, Chairman, Eureka

J. P. BAUMGARTNER, Commissioner, Santa Ana

M. B. HARRIS, Commissioner, Patterson Bldg., Fresno

JOSEPH M. SCHENCK, Commissioner, c/o United

Artists Studio, Santa Monica Blvd., Los Angeles
FRED S. MOODY, Commissioner, 640 Kohl Bldg.,

San Francisco

C. H. PURCELL, State Highway Engineer, Sacramento

GEORGE C. MANSFIELD, Secretary

HARRY A. ENCELL, Attorney, San Francisco

HEADQUARTERS STAFF, SACRAMENTO

G. T. McCOY, Administrative Assistant

L. v. CAMPBELL, Office Engineer

T. E. STANTON, Materials and Research Engineer

FRED J. GRUMM, Engineer of Surveys and Plans

C. S. POPE, Construction Engineer

T. H. DENNIS, Maintenance Engineer

CHAS. E. ANDREW, Bridge Engineer

R. H. STALNAKER, Equipment Engineer

E. R. HIGGINS, Chief Accountant

DISTRICT ENGINEERS

F. W. HASELWOOD, District I, Eureka

H. S. COMLY, District II, Redding

CHARLES H. WHITMORE, District III, Sacramento

J. H. SKEGGS, District IV, San Francisco

L. H. GIBSON, District V, San Luis Obispo

E. E. "WALLACE, District VT, Fresno

S. V. CORTELYOU, District VII, Los Angeles

E. Q. SULLIVAN, District VIII, San Bernardino

F. G. SOMNER, District IX, Bishop

R. E. PIERCE, District X, Sacramento

General Headquarters, Public Works Building,

Eleventh and P Streets, Sacramento, California

DIVISION OF WATER RESOURCES

EDWARD HYATT, State Engineer, Chief of Division

J. J. HALEY, Jr., Administrative Assistant

HAROLD CONKLING, Deputy in Charge Water Rights

A. D. EDMONSTON, Deputy in Charge Water

Resources Investigation

R. L. JONES, Deputy in Charge Flood Control and

Reclamation

GEORGE W. HAWLEY, Deputy in Charge of Dams

SPENCER BURROUGHS, Attorney

EVERETT N. BRYAN, Hydraulic Engineer, Water

Rights

A. N. BURCH, Irrigation Investigations

H. M. STAFFORD, Sacramento-San Joaquin Water

Supervisor

GORDON ZANDER, Adjudication, Water Distribution

KATHERINE A. FEENY, Chief Clerk

MABEL FERRYMAN, Secretary

S. T. HARDING, Irrigation and Special Investigations

DIVISION OF ARCHITECTURE

GEO. B. McDOUGALL, Chief, Division of Architecture

P. T. POAGE, Assistant Architect

W. K. DANIELS, Deputy Chief of Division

HEADQUARTERS

H. W. DeHAVEN, Chief Architectural Draftsman

C. H. KROMER, Structural Engineer

CARLETON PIERSON, Specification Writer

C. O. PALM, Chief Clerk

C. E. BERG, Engineer, Estimates and Costs

J. W. DUTTON, General Superintendent Construction

W. H. ROCKINGHAM, Mechanical Engineer

C. A. HENDERLONG, Assistant Mechanical Engineer

W. M. CALLAHAN, Electrical Engineer

DIVISION OF MOTOR VEHICLES

FRANK G. SNOOK, Chief

EUGENE BISCAILUZ, Chief of California Highway

Patrol

DIVISION OF CONTRACTS AND
RIGHTS OF WAY

C. C. CARLETON, Chief

DIVISION OF PORTS

Port of Eureka — F. B. Barnum, Supervisor

Port of San Jose — Not appointed

Port of San Diego — Edgar A. Luce

<> ^

ii^^fl^

1 STATE HIGHWAYS IN CALIFORNIA SHOWING THE PRIMARY AND SECOND- [
I ARY ROAD SYSTEMS AND THE DIVISION OF THE STATE UNDER THE |

1 BREED BILL. f

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MARY ROADS 4.". NORTnERV COrNTIES

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SEATllE PUBLIC IJIIKARI

pnnrAUT ro.vds n sorTiiEnx counties

TntninI

2 N I.iue S. L. O. fo. to San Dirgn

4 N. Line Tiilaie Co. lo Ixis AncoloK

9 San Fonianilo lo Sun BcniardlDO

10 W. Line Tiilaie Co. lo Sequoia Nat Park

12 San Dieiro to El Ccntro

19 Route 9 Vi. of Clarcmont to Bivcrsido

23 .Saiipis to N'. Line JEono Co

26 San Bernardino lo El Centra

2T El Centro lo V

31 San Bernardino to Kevad.i Line via Bnrslow

M Mo.iave to Colorado River via Balslow and

(iO Route 2 near El Rio to Route 2 S. of Saa Juaa

C'apistrano
W Jlecea to Blj-the

bn- Mono Co. to Route 23
ai Pb.w R,.blr» to Route 4 JJ. of BaUrr-nel.t
40 Yo.vmite Park lo l(.,iile 23 at Mon,. Ixikr
43 San Bernardino Knd Pavement to Bear Lake
5fi N. Line S. L. O Co. to Cambria
.17 Santa Maria to Freeman
59 Lancaster to Bailev
61- U Canada to Ml. Wilson Road via ArroyK-

Sero
«2 Ajiim to Pine Flat via San Gabriel
03 Bic Pine to Oas!,»

\

\

IXOEND

■ Primary Koada
M Secondary Roada

Wi Diyiaion Korthem and Southern Counties accoriiig to Breed B^

CALIFORNIA STATE PRINTING OFFICE
SACRAMENTO, 1929

72037 11-29 6600

> PUBLIC WORKS

Si^^ DECEMBER IN CALIFORNIA A STATE HIGHWAY ^^$M
: ?'i^^'-^^&:. SCENE IN "^^ Awrri pc rniTWTV M-'.-.iJyNft^;

Oflicial Journcil of ill

SCENE IN LOS ANGELES COUNTY ^Sft^K?

e jartnient of riiblicMyrks

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SiiSKjsSSisa

Table of Contents

Page

Public Work in California is Big Factor in Employment 1

Equipment Made for State Use at Highway Shops 2

State Highway Patrol Organized 3

Interrelation of Airway and Highway Transportation 6

By C. H. Piircell, State Highway Engineer.

New Road Reveals New Standard 7

By V. H. Whit more, District Engineer.

A Typical Case of Highway Development 8

By E. J. Bassett, District Office Engineer.

The Relation Between Contractors and the Division of Architecture — 10

By C. Pierson, Specification Writer.

Scenic Highways and Billboards 12

By Frank H. McKee, Director of Highways, California State Chamber
of Commerce.

The San Gabriel Dam Report 14

Clippings, Letters and Comment on State Highway Affairs 16

Laboratory-ing California Highways 18

By T. E. Stanton, Materials and Ecsearch Engineer.

November Activities of the Division of Water Resources 22

Motor Vehicle Division Reports for November 24

November Report of the Division of Architecture 25

November Highway Awards Described 26

Acceptances of Highway Contracts 27

State Highway Progress Reports o5

Record of Highway Bids 40

Architectural Contract Awards 41

Water Permits and Applications 41

saiS?^S«S

NiiiiNii Ill MIIIIIIIIIIIIIIIIIIIIIIIIMIIIIIIIIIIIIIIIIIIIIIIIIIiiiMllllllllllliiiiiiiiiiiiiiiiiiii I MMiiMiiii MiiiiiiiiiiiiiiimiiiiiiiNiiii iLiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiniiiiiiiiiiiii I iiiiiiiiiniiiii mmmmiffl;

Public Work in California is

Increasing Factor in Employment

THE FOLLOWING preview of contem-
plated expenditures for 1930, together
^^•ith a statement of work available for
winter months, was presented at the Novem-
ber meeting of the Governor's Council by B.
B. Meek, director of the Department of Public
Works :

Total expenditures in California on state
and county roads, not including city streets,
are estimated at $88,030,000 for the year
1930. This sum includes state highway
expend itures esti-
mated at $38,030,000
and expenditures on
county roads esti-
mated at $50,000,000
A total of $10,000,-
000 in state highway
contracts will be of-
fered to bidders dur-
ing the first six months
of 1930. For the sec-
ond six months, the
contracts offered will
total $7,800,000.

E X p e n ditures to
complete projects
either under way or
now being advertised
will total $14,590,000.

Maintenance expenditures for 1930 on state
highways will amount to $5,640,000 which
will be almost equally divided between half
year periods.

Figures are not available by which county
expenditures can be pro rated as to the par-
ticular period in 1930 when they will be
expended.

Expenditures upon state buildings during
1930 will total $4,726,000. of which one-half
will be ready for award during the first six
months of the year. At the present time,
projects are under way and in process of com-
pletion calling for a total expenditure of
$2,214,000.

One hundred irrigation districts in Cali-
fornia will expend approximately $10,000,000
during 1930. On flood control a total of
$1,385,400 will be expended during the same
period. Of this sum the state and local units

When President Hoover issued his call for an
expansion of public works throughout the nation
to relieve unemployment and to stimulate busi-
ness, Governor Young was able to answer for
California that the President's request had been
anticipated in this state, and that the policies he
advocated were already in force.

With only 25 per cent of the time period of the
present biennium past, 40 per cent of the high-
way projects programmed for this biennium are
either under contract or advertised for bids. In
other words, highway work is being given to the
state at a time when public work is most needed.

The Division of Architecture has made a simi-
lar record. In the first 25 per cent period of the
biennium, it has in the field under construction,
or ready for the field, 38 per cent of its total pro-
gram.

will conti'ibute $385,400 and the U. S. govern-
ment $1,000,000. Expenditures on the inves-
tigation into the water resources of California,
the most complete and far reaching study of
its kind vet made in the United States, will
total $400,000.

WINTER WORK

As winter approaches and seasonal unem-
ployment increases, the importance of public
work in providing employment is emphasized.

The extent to which
public work is a factor
in the labor situation
is evidenced by a few
figures.

Careful study of
highway projects has
enabled this work to
be spread over a
greater per cent of the
year than has been the
custom in the past.
The extent of this
work is evidenced by
the contracts placed
under contract and
the contracts pend-
ing and projects ad-
vertised for the period
from October 30 to November 21, 1929. These
figures are :

Work placed under contract $1,322,600

Contracts pending and advertised- 1,764,600

$3,097,200

To this must be added approximately $570,-
000 spent during the same period in the main-
tenance of state highways. Approximately 50
per cent of this amount goes to labor.

This work has a value even beyond the
figures indicated by reason of its widespread
distribution over California, and the extent
to which local labor and local supplies enter
into highway work.

With every highway contract awarded a
letter to the contractor has been enclosed,
asking him to employ local labor and to pur-
chase supplies locally as far as it is possible so

Oec S 0 1929

CALIFORNIA HIGHWAYS AND PVBLIC WORKS

to do. Tliere lias been a most gratify ing
res])onse to tliese letters. Contractors engaged
in liiglnvay Avork are cooperating wholeheart-
edly in the Avork of relieving unemployment
in the localities in which they are working.

PLANNING PROGRAM HELPFUL

Governor Young's "long time planning pro-
gram for state building eontsruction is result-
ing in a very im})ortant and helpful effect on
the ]n'esent serious unemployment situation.
The value of building construction work pro-
vided for by the 1929 legislature which is now
under way in the field is nearly double what
it Avas at the corresponding time following
the sessions of 1925 and 1927, and over six
times what it was following the session of
192.S.

The figure for 1929 is $2,256,147 and covers
87 different projects; that for 1927 was
$1.19o,848 covering 47 projects; for 1925",
$1,190,856 covering 46 projects; for 1923,
$3o4,168 covering 25 projects. While reliev-
ing unemjiloyment, the state is at the same
time benefiting financially from the low bids
now being obtained.

WATER RESOURCES GIVE WINTER WORK

While the work of the Division of Water
Resources, as far as total expenditures, is not
as impressive as that of the Division of High-
ways and the Division of Architecture, yet the
Avork of this division is important from an
unemployment point of vieAV, inasmuch as the
normal Avinter Avork is greater than that of
summer. It is of further importance both in
that it uses local labor very largely, and its
oi)eration extends over a Avide area. Thus
laborers emjjloyed by the division in July
number 48 as against 115 in October.

The investigation into the Avater resources
of California noAv under Avay is the most com-
])]ete and far reaching study of this kind ever
made in the United States. This study is
reflected in the increased employment given
to engineers. In July of this year the engi-
neer's staff' number 60, AA^hile in October this
Avas increased to 117, the increase being due
to the increased activity in the Avater re-
sources investigation and the increased dnties
of dam inspection placed ui)on the division by
the last legislature.

It secin.s that one of the employees of Henry Ford
droiuned that Henry died. He dreamed that he saw
the black casket being borne by six of Henry's oldest
and most faithfid employees. As the casket came by,
Henry raised up, looked ai'ound, and offered the fol-
lowing suggestion :

"If you would put rollers under this casket, you
could lay off five men." — Sour Owl.

Equipment Made For State
Use at Highway Shops

Road Oiler

Attached are tAvo pictures of state equip-
ment constructed at Headquarters Shop.

One is of a road oiler constructed for the
Division of Highways and being used in Dis-
trict Four. The other is of a meat truck body

Meat Truck Body

constructed for the Napa State Farm. A letter
from Mr. Owen Duffy, Superintendent of the
Napa State Farm is attached.

The ca])acit.y of the oiler is 1200 gallons.
The oil pump is driven by an independent
engine instead of a take-off drive from the
truck thereby permitting any speed of the
pump desired, also, satisfactory pressure of
oil regardless of the truck speed.

Another feature of this oiler is that the con-
trols for the spray boot on the rear are
arranged so that the operator is facing to the
rear, thereby })ei-mitting him to see the road
as it is oiled.

The meat truck body is constructed entirely
of oak, finished in AA^hite lacquer and striped
and lettered in gold. The inside of the body is
natural Avood. An offal box is placed on each
side fastened to the step board.

NEVADA — It is reported that a road will be con-
structed between Las Vegas and Boulder Dam on the
Colorado River. This highway will be about 35 miles
in length and will cost approximately jp600,000.

CALIFORNIA HIGHWAYS AND PUBJjIC WORKS

State Highway Patrol Organized;

Districts Fixed: Personnel Selected

WITH DETAILS of organization of the
new California Highway Patrol prac-
tically com]ilete(l, California is now
ready to take her place among the foremost
states of the Union in traffic control.

The new law creating the patrol became
effective AiTgust 14th. Shortly thereafter,
Engene W. Biscailuz, unclersheriff of Los An-
geles Connty, a man with a score of years
ex]ierience in law enforcement work, was
named snperintendent.

Since his appointment Snperintendent Bis-
cailnz has devoted i)ractically all of his time
to working ont the reorganization details,
conferring freqnently with B. B. Meek, Direc-
tor of Public Works
and Frank G. Snook,
chief of the Division
of Motor Vehicles.
These officials have
given him the utmost
cooi)eration and have
accepted his recom-
mendations with
almost no changes.

THE ORGANIZATION

PRINCIPLES THAT GUIDE

ORGANIZATION OF PATROL

only upon the submission of a list of candi-
dates by the supervisors of the county in
which the vacancy exists. The officers, how-
ever, will be responsible directly to the super-
intendent and his subordinate officials and
will take orders from them only.

NIGHT PATROL FORCE

The night patrol force will be created in
the same manner. The number of men
needed in each county will be picked from
lists furnished by the supervisors. They will
be assigned to the captain in each county for
duty day and night. It will be the responsi-
bility of the captain to see that the work
arranged is so that
all members of his
squad take turns at
night patrol duty.

As projected at
present, the patrol
will consist of a force
of approximately 350
men, including super-
intendent, assistant
superintendent, bu-
reau chiefs, district inspectors, captains
and patrolmen, all engaged exclusively in
enforcing the provisions of the California
Vehicle Act.

Approximately one-third of this force will
be engaged in night patrol work, in accord-
ance with provisions of the new act.

Squads and their captains formerly ojjcrat-
ing as county units have been taken over
intact and made a part of the ])atrol.

These men will be on probation for a ])eriod
of one year. If their services are satisfactory,
they will then become permanent members
and will receive the protection of state civil
service regulations.

Appointments to vacancies will be made

Every effort is being made to weld the Cali-
fornia Highway Patrol into a compact, energetic,
highly trained and fast moving force of officers,
each imbued with a sense of the responsibility
of his job and with the necessity of maintaining
the dignity and honor of the Patrol.

Although the organization will not be mili-
tary in character, the strictest discipline will be
maintained, and the personal conduct of the
officers, on and off duty, will be scrutinized care-
fully.

COORDINATING
CONTROL

With the approval
of Director Meek and
Chief Snook, Bis-
cailuz has taken the
following steps
toward the coordina-
tion of the work of
the patrol :

1. Creation of five
major bureaus, with
headquarters in Sac-
ramento, to be known
as the Bureaus of Traffic, Schools and Educa-
tion, Brakes and Lights, Commercial Vehicles
and Weights and Statistics and Research.

2. Division of the state into eighteen traffic
districts, composed of one or more counties,
with convenient headquarters and an inspec-
tor in charge of each.

8. Adoption of a standard salary scale for
all inspectors, captains and i)atrolmen.

4. Adoption of a definite, standardized set
of rules and regulations for the conduct of
the i)atrol and work of its members through-
out the state.

Office details at headquarters will be under
the immediate supervision of Roy Young-
blood, former undersheritt" of San Joaquin

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

County, wlio was appointed last month by
Biseailuz as assistant superintendent of the
patrol. Youngblood is an experienced peace
officer and office executive.

TRAFFIC BUREAU

The Traffic Bureau will be headed b.y Otto
Langer, whose work as captain of the traffic
squad of San Diego County has earned him a
nationwide reputation. Langer's work will

J. J. BORREE

be larp-ely supervisory and advisory. He will
map out tlie beats of the officers in the various
counties, find the danger spots, arrange for
traffic detours in times of emergency similar
to the recent "big game" at Palo Alto, and
consult frequently with the inspectors in the
various divisions relative to their problems.

EDUCATIONAL WORK

J. J. Borree, former adjutant general of
California, heads the Bureau of Schools and
Education. He is now proceeding with the
task of organizing training schools for the
officers throughout the state in accordance
with section 30 of the act. In addition, he will
be charged with the responsibility of super-
vising the junior traffic patrols at the schools
and with the general education of the public
to the needs of careful driving.

STATISTICS AND RESEARCH

Victor W. Killick, for the last four years
statistician of the sheriff's office of Los An-
geles County, will be chief of the Bureau of
Statistics and Research. Killick is a veteran

statistician of the Pacific coast and was
founder of the Western Statistical Associa-
tion, of which he was the first president. His
bureau will be concerned largely with the col-
lection and interpretation of statistics relative
to the cause and cure of motor accidents. A
record of such accidents is required by law.

LIGHTS AND BRAKES

The bureaus of Lights and Brakes and Com-
mercial Vehicles and Weights are still in the
process of organization. Their names are ex-
planatory of the duties each will have.

An important function of the Bureau of
Lights and Brakes will be to supervise the
official brake and headlight testing stations
throughout the state. There are more than
1500 headlight testing stations and arrange-
ments are being completed to establish a num-
ber of brake testing stations as provided in
the new law which sets up a definite standard
for two- and four-wheel brakes.

DISTRICT ORGANIZATION

The districts, counties included in each,
headquarters, and inspectors were announced
as follows :

No. 1 — Humboldt. Del Norte and Mendocino coun-
ties. Headquarters, Eureka. Inspector, M. F. Brown.

No. 2 — Tehama, Shasta, Siskiyou and Trinity coun-
ties. Headquarters, Red Bluff. Inspector not yet
named.

No. 3 — Sierra, Plumas, Lassen, Modoc. Head-
quarters, Susanville. Inspector, R. L. Sheldon.

No. 4 — Marin, Sonoma, Lake, Napa, Solano. Head-
quarters, San Rafael. Inspector, F. A. Leber.

No. 5 — Glenn, Colusa, Yolo, Butte. Headquarters,
Oroville. Inspector, J. W. Cooper.

No. 6 — Nevada, Yuba, Sutter, Placer and El Do-
rado. Headquarters, Nevada City. Inspector, F. S.
Quiun.

No. 7 — Sacramento, San Joaquin, Amador, Cala-
vera.s, Alpine. Headquarters, Sacramento. Inspector,
G. F. Moynahan.

No. 8 — Contra Costa and Alameda. Headquarters,
Oakland. Inspector, E. A. Steinmeyer.

No. 9 — San Francisco. Headquarters, San Fran-
cisco. Inspector, C. D. Reade.

No. 10 — San Mateo, Santa Clara. Headquarters,
San Jose. Inspector not yet announced.

No. 11 — Stanislaus, Merced, Madera, Mariposa and
Tuohunne. Headquarters, Merced or Modesto. In-
spector, F. J. Duncan.

No. 12 — Santa Cruz, San Benito and Monterey.
Headquarters, Salinas. Inspector, H. Livingston.

No. 13 — -Fresno, Kings and Tulare. Headquarters,
Fresno. Inspector, J. A. Morrison.

No. 14 — San I^uis Obispo. Santa Barbara and Ven-
tura. Headquarters, Santa Barbara. Inspector K. C.
Murphy.

No. 15 — Kern, Mono and Inyo. Headquartere,
Bakersfield. Inspector, W. E. Snell.

No. 16 — Los Angeles. Headquarters, Los Angeles.
Inspector, E. L. Bruck.

(Continued on page 29.)

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Interrelation of A irway and

Highway Transportation

By C. H. PuRCELL, State Highway Engineer.*

AIRWAY transportation in the United
States is a development which has
occurred since the war. At first the
onlj^ airway lines were mail lines operated by
the federal government. Some attempts were
made by private agencies to establish air
routes but they failed for two reasons : the
uneconomy of available aircraft and the lack
of popular air consciousness.

In order that all of us may be more familiar
with the subject I will briefly note some facts
regarding the present status of airway trans-
portation and the conditions which are re-
sponsible for this development.

In 1925 national legislation was effected
authorizing the Postmaster General to adver-
tise for bids on contract airmail routes wher-
ever he deemed advisable. As a result, con-
air mail service came into operation during
1926 on a network of air lines and by the
latter part of 1927 the Post Office Department
had relinquished its main line operation to
private contractors.

Prior to this time and for a short time there-
after the government had operated a few
trunk air mail routes.

This act terminated direct governmental
participation in the operation of commercial
air lines and paved the way for inauguration
of transcontinental air express and passenger
service.

Commencement of commercial airplane
transportation in the United States may prop-
erly be considered as dating from the spring
of 1926, when the first of the contract air mail
routes began operations. Subsequently, air
mail contracts have been awarded and opera-
tions started on more than a score of routes
ranging from short-line feeders to coast-to-
coast service, including a route from Miami,
Florida, to the Panama Canal Zone, and
routes into Canada and Mexico. That some of
these contracts have proven profitable, thus
placing airplane transportation in the United
States on a sound basis economically, and
therefore at an advantage over the subsidized
lines of other nations, is indicative of the value
that American business places on time and

* This paper was read by Mr. Purcell at the annual
meeting of tlie American Association of State Highway
Officials held in San Antonio, Texas, November 11th to
14th.

the premium it is willing to pay for rapid
transit. Up to the commencement of contract
air mail service in this country the capacity
of airplane transportation to earn its way had
not been demonstrated. None of the nearly
400 attempts to establish commercial air lines
in various parts of the world had revenues
from transportation business sufficient to meet
operation costs.

The American contract air mail lines were
soon to change this. Several of them became
definitely profitable after a pioneering period
much shorter than is usually required to
establish new concerns in older and proven
fields of business.

Another important piece of legislation was
the Air Commerce Act of 1926 which placed
upon the Department of Commerce respon-
sibility for developing and maintaining air-
ways, inspecting and licensing aircraft and
pilots, and promoting aids to aerial naviga-
tion, including radio communication systems.

Airplane passenger service offering daily
accommodations on fixed schedule the year
around was unknown in the United States
until operators of air mail contract routes
began to develop passenger traffic as a source
of additional revenue. The first effort in this
direction was made in connection with the
air mail operation between Los Angeles and
Salt Lake City in May, 1926, when this line
was opened to passenger service. Subse-
quently, popular interest in commercial travel
resulted in the development of extensive de
luxe passenger service.

Passage of the transcontinental line from
government operation to private hands also
paved the way for nation-wide air express
service. At the inception of contract air
mail service many of the operators offered a
field-to-field package delivery whicii was not
a very satisfactory accommodation and at-
tracted only limited use. The possibilities of
such a service had, however, been long under
consideration by the express companies, whose
officials, in the late summer of 1927, negotiated
air express contracts -vWth four of the prin-
cipal air mail carriers. Early in 1928 this air
express service was extended to most of the
other air mail lines.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

The principal services perfonued by air-
way transportation are mail passenger, and
express.

In industry, finance, law, aii'ricultnre, mer-
chandising— wherever time is an element of
any transaction — air mail may be turned to
advantage. The air mail service of the United
States noAv extends to practically every major
city of the nation and correspondence destined
for points 600 miles or more distant from
l)()st office of origination will be advanced
several hours in delivery by air mail. The air
mail line between Pacific coast points and New
York City is only one-third of the time
required for rail mail. With completion of
airway lighting, making night flying possible,
there will be but one business day lost be-
tween Atlantic and Pacific coast points.

An interesting study deals wdth the con-
centration of ])opulation necessary to support
an air mail operation. Circumstances of lo-
cation and accessibility through surface trans-
])ortation agencies will, by influencing the
comparative value of airway transportation,
affect the air mail volume to be developed in
any territory. Generally speaking, excepting
where peculiar local conditions intensify the
time-saving value, it appears that the air mail
volume to be anticipated from any area of less
than 800.000 ]iopulation is insufficient to war-
rant flying daily both w^aj^s over a 200-mile
airway. As airplane operation costs are
lowered and the time between the airport and
the delivery to the post office is reduced the
benefits of air mail may be extended to smaller
cities and communities nearer to each other.

At the i>resent time, and until the traveling
public becomes better acquainted with airw^ay
travel, airway ])assengers are recruited from
three classes: Vacationists who want the ex-
])erience of flight or desire a quick trip to a
weekend resoi't ; business men and women who
can turn s])eed to profitable account; and
individuals facing pei'sonal emergencies which
denuiiid their immediate ]iresence at distant
])oints.

As to the first group the question of speed
is of small consequence excepting as it ex-
tends the range within which a limited vaca-
tion i)eriod may be spent or j^ermits of more
])laytime by cutting down the time spent in
travel. For instance, under presently avail-
able accommodations, a New Yorker desirous
of visiting the Pacific coast and having but one
week of vacation would find himself in this
situation : By rail his entire vacation would
be consumed in travel on the fastest trains and
he Avould have to make closest connections in
ordei- to comi)lete the journey on time. By
air])lan(' only 60 hours would be spent in

travel, leaving four and one-half days for
recreation. In other words, the airplane has
in point of time brought transcontinental
travel within range of a vast group of workers
who have a minimum of leisure from the
necessity of employment.

At one of the recent football games on the
Pacific coast a number of enthusiastic fans
came to the game a distance of 400 miles by air-
plane while others used the airplane to come
35 miles from a nearby cit.y in order to avoid
the usual highway traffic congestion. More
than 80 airplanes were parked near the sta-
dium.

It is from the second and third groups, how-
ever, that under present costs air travel
volume can best be developed on a sound basis.
From the standpoint of business, in the main,
it is conservation of business time that counts.
That is, to offer an advantage the airjilane
schedule must be such as will make available
to the user a greater portion of the business
day. An airplane schedule which does not
offer such saving over available surface trans-
portation systems has little to attract the
patronage of business. For instance, business
will not pay a higher rate to travel by airi)lane
between two points if its purpose can be
equally w^ell or better served by using the
cheaper agencies of surface transportation.
With present available equipment travel be-
tween two cities twenty-four hours apart by
rail can, by airplane, be accomplished in from
six to eight hours. Daylight flying, of course,
would so cut into the business day as to make
this of small value excepting in emergencies ;
or in cases wdiere such flight w^ould permit
making a night connection wdth other form of
transportation, to final destination with con-
sequent saving of an entire business day.

Night passenger service on the air mail lines
has been fairly well patronized but wide-
spread development of this must wait im-
proved equipment and refined practice.

Passenger airplane service appealing to
business for its patronage must be guided by
two restrictions on operation. If it is to serve
merely the speeding up of long haul travel it
should aim at covering by flight a distance
traversed by rail in approximately eighteen
to twenty-four hours at least. That is, from
six to eight hours of flying time are required
to give any decided general advantage. If
the service, however, is between two major
cities, the expenditure of so much daylight
time in the air plus the ground time between
busiiu^ss districts and airports would consume
the entire business day and destroy any gen-
eral advantage. Three hours of flying plus
one hour of ground travel appears to be the

(Continued on page 31.)

CALIFORJ^IA JIWIIWAYS AND PUBLIC WORKS

New Road Reveals New Standards

By C. H. WhitmorEj District Engineer.

THE Division of Highways has completed
the paving of 8.7 miles of state high-
way on the Pacific Highway north of
Sacramento.

The portion of the highway is more particu-
larly described as being located between Ben
Ali and Sylvan School. This is a very im-
portant state highway route, being a portion
of both the Pacific and Victory highways.
Travel to and from eastern points over the

Additional ground area was obtained before
construction and, at the present time, the
state has a right of way 100 feet wide through-
out the length of the improvement.

The alignment of the improvement followed
closely the former alignment with adjustments
where necessary to eliminate the short radius
curves. A new grade of more uniform charac-
ter was laid throughout the entire distance.

The work consisted of constructing a graded

The new highway north of Sacramento. The views show the liighway in process of construction, in ten-
foot strips, witli the lower right-hand picture showing a completed section of the road as it crosses a
widened bridge.

transcontinental roads are routed over this
section of highway, also travel to and from
northern points via Roseville and Marysville.
The road prior to reconstruction consisted
of an 18-foot bituminous macadam on a 60-
foot right of way, and was constructed by
Sacramento Comity, and, since the creation of
the state highway system, has been maintained
by the state.

roadbed 46 feet wide on the southerly 3.7
miles and 36 feet wide on the remaining 5.0
miles. The paving on the southerly one-half
mile consisted of widening the existing
asphaltic concrete to uniform 30-foot width.
On the next 3.2 miles Portland cement con-
crete pavement 30 feet wide was constructed
in three standard 10-foot strips 6 inches to
9 inches thick and on the remaining 5.0 miles

(Continued on page 25.)

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

A Typical Case of Highway Development

By E. J. Bassett, District Office Engineer.

Bp]FORE tlie advent of the Highway
Commission into road affairs, in 1910,
with its program for improved high-
ways, the country roads throughout the state
were totally inadequate to handle the rapidly
increasing flood of automotive traffic. The
valley roads and even those near populous
centers Avere poor enough for this new type

E. .1. Bassett

of traffic, but the roads in mountainous dis-
tricts were a hazard pure and simple to the
motorist, and the automobiles of those days,
inferior as they were to our present models,
were frequently incapable of traveling
through the mountains even in the dry season.
Improvement came slowly, due largely to
the vastness of the highway system, and while
it kept abreast of the rapid strides made by
the automotive industry for several years,
financial stringencies caused a loss of head-
way and an increasing divergence between the
lines of highway progress and of vehicular
improvement. The gas tax, however, has now
provided ample funds, and the highways of
California are forging ahead and more than
keeping pace with requirements. IIow long
this condition will continue is problematical,
and can not be accurately forecast, in view of
the ever increasing speed limits and greater

demands for safety and comfort, in addition
to the enormous increase in the volume of
traffic.

In looking back over the results of the past
nineteen years, it is of great interest to ob-
serve the changes which have been wrought
and the effect of those changes in our mode
of life, on the progress and development in
territories adjacent to highways, on trans-
portation and accessibility to hitherto difficult
locations, and particularly the economies
which have been brought about in decreased
operating costs and time saved. One note-
worthy illustration of highway development
is apparent on that portion of the Pacific
Highway between Redding and Dunsmuir, in
northern California, a portion of the highway
which passes through ten miles of foothill
country and fifty miles of scenically beautiful
mountainous country, in which the highway
has been improved from as villainous a piece
of early day construction as one could find
anywhere, to a modern high speed road.

At the time the state's highway program
was first started in this vicinity, the old
county road, oftentimes called the "Oregon
trail," was the only means of highway trans-
portation between the two towns. "Oregon
trail" was a proper cognomen for this road,
built in the days when time was not the
essence of travel, but rather when costs of
construction and upkeep were all important
factors. Improved but slightly by the county,
at the time of the first rising wave of auto-
mobile traffic it can best be characterized as
rough, dusty, crooked, narrow and steep.
There are other appropriate adjectives, but
they are unprintable. Surfacing and the eli-
mination of other undesirable features were
prohibitive as well as impracticable on such
inferior construction, as mountain roads are
an expensive variety, and few of our
mountain counties are financially able to get
far in such construction. Traffic was slight on
this section at the time, the automobile traffic
at its peak in summer rarely exceeding fifty
cars per da5^ The distance between the two
points was sixty-nine miles, and the average
travel time was eight hours. These eight hours
were hours of bumps and dust, and the miles
were many where first and second gears were
indispensable, while the destination was a goal
reached by the traveler with the full realiza-

CALIFORNIA HIGHWAYS AND PUIiLIC WORKS

tion of having been somewhere. Only the
hardiest drivers -svould consider attempting
tlie trij) except in cases of necessity, so the
vacation places and resorts in the Sacramento
Canyon "vvere accessible to the ]inblic only by
train. Diiring the winter the more northerly
portions of this section were entirely blocked
for several months with snow.

In 1914 the state started active construc-
tion, and after several years of delays and
difficulties, completed grading of the entire
section in 1919. This was followed immedi-
ately with surfacing and experimentation with
dust palliatives, and produced a road suitable
to the demands placed upon it, and in stand-
ard of construction far superior to the road
it replaced. Suffice to say that during the
earlier stages of the construction the users of
the road were enthusiastic and thoroughly
appreciative of the benefits derived in ease
and rapidity of communication.

Comparison of this construction with the
old road is, of cour.se, difficult, as the original
road was of haphazard development, while
the new highway was built on a location
chosen only after months of consideration and
study, and was consistent with standards of con-
struction then existing. The distance was decreased
to sixty-four miles, and the average driving time to
three hours, both factors of great value to motorists.
The traveled roadway was surfaced with a crushed
rock, both manufactured and natural products being
used, and had a usable width of sixteen feet through-
out, amply safe for a two-way road at moderate
speeds. The improvement in alignment and grade over
the old county road were incomparable, and even the
wheezy and overladen wrecks so common on the roads
in those days were able to navigate without assistance
or delay. In 1924 the removal of snow during the
winter months was provided, adding materially to the
commercial use of the road during this period, although
the tourist travel comprised a fair percentage, even
in the winter season.

Traffic built up rapidly during the eight-year con-
struction period, increasing ever more rapidly as the
difficult sections of the old road were eliminated,
until in 1922 the peak of the summer traffic averaged
around eight hundred cars per day.

Completion had hardly been accomplished when
developments in the character of the traffic, increased
speeds, greater demands for safety and comfort, and
embarrassing comparisons with road improvements in
neighboring states brought forth a babel of comment
and criticism which could not be ignored. The
development of heavy passenger bus traffic, increasing
truck traffic demanding fast service, and automotive
improvements in the speed capacities of cars, coupled
with the demand for a road on which this added speed

(Continued on page 33.)

The views in the accompanying column show the
growth of the state highway in the Sacramento
River Canyon; upper view shows the old county
road. Beneath it is a picture of the first state
highway constructed in the canyon. The two lower
views show sections of the highway built to present
standards.

10

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

The Relation Between Contractors

and the Division of Architecture

By C. PiERSON, Specification Writer, Division of Architectiu-e.

THE PURPOSE of this article is to dwell
on the relation between contractors and
the Division of Architecture with regard
to state buildings.

The question often arises, "Who built the
building ? ' ' The answer is seldom correct and
varies as frequentl.y as it is asked, depending

C. PlERSON

wholly upon the viewpoint of the individual
questioned. More often than otherwise, were
the question to be asked of the contractor, the
answer would be, "Yes, I built the building."
This same answer might emanate from the
owner, the architect, the engineer, the designer,
the superintendent, and all and sundry having
aught to do with its construction. Neverthe-
less, and without attempting to combat any-
body's preconceived ideas on the subject, the
statement is made that the contractor plays
a most important part in the construction of
a building. It is he who must organize the
force, provide the materials and equipment,
lay out the plan of procedure, and take full
responsibility for the faithful execution of
plans and specifications.

There was a current impression at one time
that public work was a thing to be avoided by

contractors ; that contractors, who once under-
took a public work contract on competi-
tive bidding, would probably lose money, or at
least fail to make a profit. The demand for
plans for most projects was not great and
those contractors who succeeded in obtaining
contracts seldom came back to figure other
public work. Suffice it to say that no such
condition exists at the present time, for we
find the same contractors competing time after
time together with more and more new con-
tractors, and it not infrequently happens that
the same contractor is successful on a number
of separate projects.

The relations between the Division of Archi-
tecture and contractors who have undertaken
to perform public work under the direction
of the Division have, as a whole, been very
satisfactory and a credit to the state and con-
tractors alike. So satisfactory has been the
relation that the state has profited to a large
extent by reason of low bids on its building
program over a period of several years.

PLANS ARE COMPLETE

In analyzing the situation, several outstand-
ing reasons may be pointed out as at least
tending toward making this condition possible.
First, and we might say foremost, when a job
is advertised for bids, the set of plans which
goes into the hands of contractors is as com-
plete as it is possible to make. An earnest and
conscientious effort is made to show every
item in detail and to leave as little as possible
to guesswork on the part of the contractor.
Numerous full size details accompany each set,
and clear, concise scale details are shown for
parts that may not be full sized. Generally,
there are both scale and full size details for
all particular work. With such a set of details
before him, the contractor knows in advance
what is expected and can figure his cost with-
out fear of having a more elaborate detail
forced on him later.

SPECIFICATIONS GIVE DETAIL

Specifications accompany all plans and are
intended to explain in detail the kinds of
materials required, methods of construction,
types of finishes, and many other details and
items that can not usually be shown on plans.

CALIFORNIA IIIGIIWAYS AND PUBLIC WOIIK^

11

Specifications are drawn Avitli care and with
an efiFort made to explain fully what is re-
quired. To a large extent, "cover all" and
ambiguous clauses, aimed to force the con-
tractor to perform unforeseen work which
might be required but which is neither shown
nor specified, have been eliminated.

Clear, concise specifications written in
understandable English unquestionably tend
to reduce the cost of construction. Lengthy
and wordy specifications are often not read
completely, and ambiguous specifications tend
to increase costs simply by reason of the law
of self -protect ion.

The above statements are not made to give
the impression that our plans and specifica-
tions are always faultless. Errors creep in
occasionally in spite of our best efforts, but

A view in the drafting room of the State Architect's
office

on the average the state's plans are as com-
plete and more so than most.

HOW CHANGES ARE CARED FOR

When changes are made, requiring extra
work, the extra work is paid for. Changes in
]ilans and specifications are necessary at times
after a contract has been let due to developed
conditions, no matter how carefully they have
been drawn. Such changes are cared for by
change order ; and when extra work of this
nature is given to a contractor, he is allowed
his cost, plus a reasonable amount for over-
head and profit.

ASSISTANCE IN FIELD

In the field and in the office, every possible
assistance is rendered the contractor and the
results of such cooperation have been very
gratifying. As a general result, there has been
a growing demand for state plans, and the in-
terest displayed when work is advertised for
bids warrants the belief that contractors are
losing their antipathy toward figuring public
work. There has alwavs been a certain de-

mand from big centers but of late requests are
coming from the more remote quarters. With
such widesju'ead interest, the competition has
been increased and closer estimates have
resulted.

With such keen competition, the assumption
might readily be made that some contractors
are performing work at a loss. Were it not
for the fact that the same contractors compete
time and again, this might be considered a fair
assumi)tion, but it is hard to conceive of a
contractor standing a loss more than once ;
therefore, it is to be concluded that state con-
tracts are remunerative in spite of competi-
tion and low prices.

CONTRACTORS PROVE RESPONSIBILITY

Out of hundreds of contracts let by the Di-
vision of Architecture, only a fraction of one
per cent of the contractors have failed to live
up to the terms of their agreements in one
way or another. This speaks exceedingly well
of the contracting fraternity as a whole.

It has always been the policy of the Division
to look into a contractor's financial condition
and experience before awarding a contract to
him. Up until August 14, 1929, it was neces-
sary to delay awarding of contracts until the
contractor's experience and financial condi-
tion could be checked up. This information
was not always forthcoming or easily obtain-
able, and often ten days or two weeks time
would elapse between the opening of bids and
the awarding of contracts solely for lack of
this information.

Under a law passed by the legislature of
1929 and approved by Governor Young, the
Department of Public Works is authorized to
require contractors to prequalify before plans
and specifications for duly advertised public
work can be issued to them. This is known as
the "Prequalification Law," chapter 644,
1929. Under its terms, contractors who have
previously filed answers to a questionnaire,
satisfactory to the Department of Public
Works, will receive plans and specifications
upon request, but others who have not filed
their answers, and who request plans, will be
delayed in the receipt of same until they com-
ply with the requirements of this law.

Accordingly, a questionnaire was prepared
and forwarded to all contractors upon their
request, and these are now being received,
checked, and filed. The questionnaire covers
the experience and financial condition of the
individual, copartnership, or corporation, as
the case might be, and must be sworn to and
audited by a public accountant. By having
this information on file at the time bids are
received, awards can be made without delay.

(Continued on page 28.)

12

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Scenic Highways and Billboards

By Frank H. McKee, Director of Highways, California State Cliamber of Commerce.

THE HIGHWAYS of California have
])iH'sented many and varied problems.
Some of these have been engineering in
character and many other economic. The Cali-
fornia State Chamber of Commerce with the
interests of the state in mind has, through its
highway committees, given of its time and best
tluniglit in an effort to cooperate with the
properly constituted authorities in effecting
a solution to these problems, particularly
where the economic factor of highway de-
^•elopment was at stake.

Our highway system must expand to reach
into sections not now served with proper
transportation facilities and due consideration
must also be given to making more accessible
to both resident and visitor various scenic
regions of the state. However, the question
before us now is not that of planning future
]irojection of the highway system but rather
an economic question pertinent to it. Change
a dirt road to a highway and business, as ex-
emplified by garages, auto camps, soft drink
stands, eating houses, and advertising signs
immediately follows. These are business enter-
]U'ises ^^dth an increasing amount of invest-
ment involved and in many cases these little
groupings have formed the nucleus around
which communities have grown. In certain
ijistances, these are unsightly and some ])eople
have expressed the opinion that they should
not be allowed to exist.

This feeling has prompted a study by the
Highway Committee of the California State
Chamber of Commerce in an effort to arrive
at a commonsense and practical plan for meet-
ing the situation.

COMMERCIAL HIGHWAYS

Let us first get the true picture of our high-
ways. Their essential purpose is to speed up
travel between cities. By far the greater
number of those using the highways are on
business errands — salesmen, merchants, buses,
trucivs — all welcome the well paved highway
as a time saver. To them, it is only an ex-
tended city street and the time is not far in
the future when, with our rapid population
growth, our main highways will be successions
of small towns with the highway itself serving
as their main street. To take care of the needs
of this traffic, business enterprises have sprung
up and their continued existence bespeaks

their popularity. They serve an evident need ;
they are part of our business structure, and
must be recognized as an economic factor in
community growth. It is a well known prac-
tice in subdividing property adjacent to the
highways to set aside the frontage for busi-
ness purposes. Many, in fact practically all,
of these highway enterprises have erected
signs describing the character of their busi-
ness. Some of these signs are on their own
premises, others on property facing the high-
way but some distance from their particular
location. These signs are essential for attract-
ing trade ; without them the location and
character of the establishment would be lost
and trade suffer accordingly. Commercial
highways with their attendant business enter-
prises are recognized as being part and parcel
of our business life.

SCENIC HIGHWAYS

However, the picture changes when we
leave the commercial section of these highways
and come to points of natural scenic beauty.
The greatest value of a scenic spot is its
natural beauty ; to mar it in any way would be
an economic mistake. These sections should
be kept free from objectionable shacks and
buildings, commercial enterprises and adver-
tising signs. There is such a unanimity of
opinion on this point, and as it has received
some publicity and public discussion, ways
and means of putting a practical plan into
operation for the preservation of these spots
was started.

LEGAL ASPECTS

The first thought was to look to legislative
measures for the proper enforcement of a
plan that might be evolved. Realizing that
certain legal rights were involved, a letter
was written the office of the Attorney General
of California asking specifically as to the
rights of regulation "of cheap and disrepu-
table vending stands and certain obnoxious
sign boards which mar the natural beauty of
scenic highways." An extract from the
written opinion of Attorney General U. S.
Webb, which was sent in reply to our com-
munication, follows :

Where public morals, health, safety, peace, etc.,
are involved in the exercise of its police power,
sovornment may go far in regulatory and even
prohibitory measures. But when neither of these
elements are present, government can do little in

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

13

the rostrictiiin uf personal liberty or in the regula-
tion of the use of private property.

PROPERTY OWNER KEY TO SOLUTION

This o])inion from the Attorney General
pointed out very definitely that the owner of
the property abutting on the highway controls
the situation as far as the elimination of
unsightly structures and advertising signs is
concerned regardless of the scenic values of
the location. Further investigation revealed
the fact that there are laws now on the statute
books "prohibiting the placing or maintain-
ing of signs, mechanical devices, transparan-
cies, pictures or advertisements on or upon
property of the State of California, or on or
upon property of any city, city and county, or
county in the State of California, and pro-
hibiting the placing or maintaing of any
signs, mechanical devices, transparancies,
pictures or advertisements upon property of
any person or private corporation without
consent in writiiig therefor having l)een first
ohtained." It is evident that further legisla-
tion is unnecessary as the whole matter comes
back to the fundamental invested rights of
property.

REPORT OF STUDY COMMITTEE

With these facts before us a study com-
mittee was appointed with instructions to go
into the matter in detail. The primary fea-
ture of their recommendations is the urging
of various chambers of commerce to determine
what sections in their neighborhood are gen-
erally recognized natural scenic beauty spots
and then to secure the cooperation of the prop-
erty owners in their preservation.

RESULTS

The various regional committees, in coop-
eration with local organizations, determined
on certain definite areas, almost without ex-
ception on the State Highway System (this
in order to pursue a concentrated program
rather than one widely spread), and imme-
diately commenced to circulate pledge agree-
ments which bind the owners of land front-
ing on these highways to allow no signs on
their respective properties. This agreement
is in the form of a legal document and may be
filed with the county recorder.

Realizing the tremendous benefit which
would immediately accrue to the properties on
scenic highways, the following have already
agreed to participate in this program : South-
ern Pacific Company, San Joaquin Light and
Powder Company, Pacific Gas and Electric
Company, Red River Lumber Company,
Southern California Edison Company, Yo-
semite Portland Cement Company, Little

River Redwood Company, the National For-
ests and National Parks Service, Harry Chan-
dler, William Randolph Hearst, Spring Val-
ley Water Company, the Charles Nelson
Company, Hammond Lumber Company, Har-
rison Investment Company and the Great
Western PoAver Company.

As evidence that this campaign is actually
effecting sign removal, the following quota-
tion was taken from a letter from one of those
already signing the petition :

We have already written letters to some parties
who had signs along the highway on our property
in the Lagoon area, but for which we never have
made any charge. We also are sending one of our
men along the highway through our property, and
are removing from all the trees and landscape any
signs or cards that have been placed there.

In addition, the campaign has stimulated
activity on the part of county authorities in
that they are causing to be removed signs
which have been placed illegally on county
rights of way. An energetic supervisor in a
San Joaquin" Valley county had his road fore-
man gather in three truckloads of signs from
within his own supervisorial district.

WANTS SPECIAL ROAD FOR RECKLESS
DRIVERS

Every time we pick up our Monday paper we are
reminded of news from the front during the late war.
In big headlines the dead and wounded are told of as
a result of the Sunday auto accidents, and the stories
are sometimes more sanguinary than the war reports,
which, added to the killings and maimings during the
week, make a record unparalleled in peace-time plea-
sures. It does not seem to make any difference how
carefully one drives, there is always a number of wild
drivers who know no rules and who spread death and
destruction along their trail. In view of this con-
dition, we would respectfully suggest to the highway
commissions that they maintain two lines of traffic —
an elevated one for careful drivers and a lower one
for the wild birds, lined on each side with deep ditches
so that when they go off the trail it will be a "finish
job" so far as they are concerned, and any killings
they inflict on others on that trail would not be a loss,
the dead being of the same irresponsible stripe as the
killers. — Beach, N. D.. Adrame.

QUEBEC — New roads constructed in Quebec dur-
ing tlie year 1927-28 covered 878 miles, and in the
last five years 4000 miles of high type pavement has
been built. There are 10,531 miles of permanently
improved roads in the province and 10,000 miles under
government maintenance.

A couple of cute young ladies who were visiting a
western city decided that they would go horseback rid-
ing, we are told, and the head groom asked one of
them whether she would prefer the flat English saddle
or the western saddle with a horn.

"The flat saddle," said the young thing, "because
we aren't going to ride in any traffic and won't need
a horn."

14

CALIFORNIA HIGHWAYS AND PUBLIC WOEKt^

The San Gabriel Dam Report

Ox NOVEMBER 26TH Edward Hyatt,
State Eno-ineer, disapproved the appli-
cation of the Los Angeles Connty Flood
Control District for anthority to construct the
so-called San Gabriel Dam in Los Angeles
Connty, on the grounds that the dam, if built
as proposed, would be unsafe and a serious
menace to life and property in the populous
San Gabriel Valley below. The dam as
planned by the county was to have been a
curved gravity concrete structure, nearly 500
feet high, with a storage capacity of 240,000
acre-feet and located at what is known as
"The Forks" site just below the junction of
the East and West Forks of the San Gabriel
River.

The ai)plication of the county was filed on
October 26 last in accordance with the new
law governing the supervision of dams which
took effect in August. The State Engineer's
investigations of the plans and the site for the
pro])osed dam were carried on through the
medium of a consulting board consisting of
three geologists and three engineers, the per-
sonnel being as follows :

Charles P. Berkey, Consulting Geologist;
Professor of Geology, Columbia University,
New York.

G. A. Elliott, Chief Engineer and General
Manager Spring Valley Water Co., San Fran-
cisco, California.

M. C. Hinderlider, State Engineer of Colo-
rado, Denver, Colorado.

George Louderback, Consulting Geologist;
Professor of Geology, University of Cali-
fornia, Berkeley, California.

J. L. Savage, Chief Designing Engineer,
United States Bureau of Reclamation.

Ira A. Williams, Consulting Geologist,
Portland, Oregon.

All members of the consulting board are
eminent and experienced in their profession,
and no one of them has heretofore been con-
nected with any of the projects of the Los
Angeles County Flood Control District.

The board made a joint report to the State
Engineer and it was the unanimous conclu-
sion of the six members that a dam as pro-
posed in the a])iilication could not be safely
built on the foundation existing at "The
Forks" site and in line with this conclusion
the State Engineer disapproved the appli-
cation.

Disapproval by the state is without preju-
dice to the right of the county to file any new
application for a dam at this or any other site
that the county may wish to submit. It means
simply that the state finds that a 500-foot
concrete dam, if built on the foundations at
this location, would not be safe and this par-
ticular application is disapproved.

In its report the board stated that it was its
conclusion that a dam of flexible type, such
as an earth and rock fill structure of conserva-
tive proportions, could be safely built at ' ' The
Forks" site. Material storage capacity at this
site could be obtained by such a dam. The
state is without authority to require any given
type or size of dam, but is limited to passing
upon applications presented, and it is, there-
fore, in the discretion of the county as
whether or not to file a new application and
if so to submit plans best suited to its needs.
In such case the state would then independ-
ently review such new application and plans
from the safety standpoint.

TEXT OF REPORT

The text of the report of the committee fol-
lows :

November 21, 1929.
Mr. Edward Hyatt,
California State Engineer,
Sacramento, California.

Dear Sir :

The undersigned, constituting a geological and
engineering consulting board, appointed by yourself,
to advise on the safety of the proposed San Gabriel
Dam in Los Angeles County, respectfully submits the
following report.

The plans for the dam are outlined in Application
No. D-175, filed in your office October 26, 1929. The
filing was made by the Los Angeles County Flood Con-
trol District in accordance with the law for the
approval of said plans.

The site chosen for this dam is at The Forks, at
the junction of the east and west branches of the San
Gabriel River, approximately thirty miles northeast of
Los Angeles. The plans under consideration provide
for a curved gravity concrete dam approximately 500
feet high al)ove foundation, which is about 135 feet
higher than any existing dam. The proposed San
Gabriel dam would impound 240,000 acre-feet of water
at maximum filling, and would exceed by nearly 100
feet the height of the Owyhee dam, the highest of this
type attempted to date, now under construction in
Oregon by the U. S. Bureau of Reclamation.

Failure of such a dam on the San Gabriel River
would endanger life and property in a very large down-
stream lowland area. The essence of the present study
is to consider the safety of the proposed dam.

CALIFORISHA IIIOnWAYS AND PUBLIC WORKS

15

Tlio inu'ixi.se of this roport is to advise the State
KiiffiiHM'r. on whom rests the responsibility of approval
or disapproval of the ai)i)li('ation. The conclnsion is
l>ns(>(l on the cooi'dinated studies of engineering and
geologic data as developed by personal inspection of
the site and consideration of all other available infor-
mation.

The natural conditions in the San Gabriel moun-
tains are much more complex than is usually appre-
ciated. Although certain general geologic features
prevail, each dam site is a problem in itself, and
demands special study and handling.

ROCK FORMATIONS

The rocks of this site and vicinity, are ancient
crystalline types, including granitic and dioritic gneiss
and occasional schists, all cut by variety of igneous
intrusions, including granite, aplite. diorite, diabase,
basalt and porphyrites. The result is a crystalline
complex, whose detailed history is long and involved,
but whose character and quality would be eminently
satisfactory for any engineering structure if the rocks
had not undergone deformation and decay.

PHYSICAL COXniTIOX OF THE ROCKS

Dcfontiation.

The rock complex is cut through in every direction
by faults and slips and crush-zones, that have sepa-
rated the mass into blocks of varied size and shape,
most of which are comparatively small and roughly
wedge-shaped or lenticular. No portion of this site
or immediately adjacent ground is free from this con-
dition. In addition, each individual block formed by
these fault movements is internally broken, and more
or less fractured and jointed, in such manner that most
of the material separates readily into small pieces,
and there are no extensive bodies of solid rock.

The original structural make-up of the rock forma-
tion, with its many different types of varying indi-
vidual resistance to crushing, has favored the develop-
ment of internal differential movement, and this has
resulted in the meshed and jammed appearance that
characterizes the rocks of this site. The rock was not
originally weak, but was unevenly resistant, and the
forces producing movement have been powerful enough
to overcome the resistance of the whole mass.

It is generally conceded that the San Gabriel moun-
tain mass has been thrust up, and that in addition
to very large movements on the faults along the
boundaries of the mountain block, there are a few
zones of major movement cutting through it. One of
these zones takes a general east-west course, and has
determined the alignment of the east and west
branches of San Gabriel River. Another such zone
apparently runs nearly north and south, and has been
followed by the river in its course below The Forks.
The Forks is thus in the junction area of the two
fault zones. The unusually numerous fractures at this
locality seem to be consistent with this large struc-
tural relation.

Disintcfjrution and Decay.

In addition to the faulted and crushed condition of
the rock, much of it, especially that on the upper
slopes of the canyon sides and along the principal
movement planes and crush zones, is extensively dis-
integrated and decayed. The crushed and pulverized
rock along the fault-breaks is often transformed into
clay gouge. Some of it is so soft that when moist, it
can be molded with the hand.

The surface materials are weathered into soil. By
the same process some of the unbroken material
beneath is altered or rotted to such condition that it

can b(> broken easily with the fingers. Along the more
fr.-ictured zones dec.ny extends as deep as explorations
have gone. This .altered condition, together with the
excessively broken character of the ground, and the
smoothed and lubricated movement planes, are con-
trolling factors with respect to any very large engi-
neering structure^.

E.rtciit of Weakened Condifion.

Observatiiui shows that the crush zones and move-
ment iilanes and slips occur in all portions of the site,
as well beyond the cite proper in every direction.
Drilling data prove that the same kinds of weaknesses,
especially the slips and broken rock and gouge, extend
also beneath the site to as deep as explorations have
gone.

Landslides are common on the canyon slopes. These
doubtless rejiresent the slumping of individual blocks,
or groups of blocks, separated from each other by slip
planes, when they are weakened by progressive under-
cutting of a stream, lubrication due to access of water
and downward extent of weathering. Relatively recent
slides have occurred at the site and at several places
in the vicinity.

Where the rock is harder or more uniform than the
average, the individual fault blocks are larger, the
internal slips and crushes are less numerous, and the
accompanying decay correspondingly less extensive.
This is the reason for the less broken appearance of
the east abutment than that of the west abutment,
although there are no different kinds of effects or any
other principles represented.

Even the floor of the canyon is not free from this
condition. A badly broken zone lies beneath the east
third of the canyon bottom, where the bedrock channel
is deepest. At this level the east portion of the rock
floor of the canyon appears to be less substantial than
the west, whereas higher in the canyon sides the west
wall is more broken than the east.

Because of the existence of the same conditions
beyond the site, together with the less favorable topog-
raphy both up and downstream, it is not possible to
find materially better conditions at any other location
in the immetliate vicinity of The Forks.

West Abutment.

The character of the rock in the west wall of the
canyon, where the proposed dam would rest upon and
against it, is displayed in the abutment excavation. It
is here shown to be broken through by an intricate
sy.stem of fault planes with dips ranging from essen-
tially vertical through intermediate angles to flat-
lying, and with strikes to nearly all points of the
compass. Some of the fault lines may be traced across
the excavation in a north-south direction, and they
thus parallel the canyon, while others appear to be
correspondingly extensive in transverse directions.

Intersection of the fault planes and joints with
which the rock is traversed has separated or split the
mass of the abutment rock into blocks of all sizes. Evi-
dence of movement between contiguous blocks is the
presence of a film or band of clay gouge, which when
wet is smooth and slippery clay, and when dry,
crumbly and gritty. There is often also a variable
thickness of fault-breccia or shattered rock.

The fault planes are lines or surfaces of relatively
ready percolation of water, by which alteration and
softening of the adjacent rock has residted. The inner
parts of the larger blocks are usually comparatively
hard and fresh rock ; those of the smaller ones crumbly
or in varying states of disintegration.

In excavation, separation takes place most readily
along the slip surfaces between blocks. Where these
are steep and approach parallelism with the canyon

(Continued on page 33.)

16

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Eureka Appreciates
Highway Work

Marin Pulls Down
Billboards

Yosemite Valley
Bans Billboards

Com mends Traffic

Control at "Big

Game"

Clippings, Letters and
Comment

Dealing With State Highways

Editor "Astray" on
State Roads

W. C. T. U. Praises
Highway Patrol

Kind Words Come
From Australia

Carrying California's
Message Abroad

Eureka Appreciative
of Highway Work.

Tlie f ollo\viiig letter is self-explanatory :

EUREKA CHAMBER OF COMMERCE

Eureka, California, November 20, 1929.
California State Hig:hway Commission.
Sacramento, Cal.

Gentlemen :

The board of directors of the Eureka Chamber of
Commerce wishes to convey to you its sincere appre-
ciation for the splendid work done by your body in
construction work on the Redwood Highway and
laterals these past few years, and especially during
1928 and 1929. We all realize the great benefit this
has been to the State of California at large in giving
the people acce.ss to one of California's most scenic
attractions, and you may rest assured that this work
on your part is greatly appreciated by this section of
California.

Sincerely yours.

Eureka Chamber of Commerce,
President (Signed) Irwin T. Quinn.

"Marvelous Marin" Pulls
Down Own Billboards.

This from the fSan Francisco Chronicle of
November 26th :

By the time Saturday night rolls around, Marin
County will be rid of all billboards advertising the
county's charm. A dozen or more were pulled down
yesterday and Harry (i. Ridgway, president of Marvel-
ous Marin, Inc.. personally supervised their demolition.

In eliminating its own billboards, the county is
taking a step long contemplated in the north bay
region as a result of the program formulated by the
Redwoo<l Empire Association's highway beautification
committee.

"As Marvelous Marin is affiliated with this asso-
ciation," said Ridgway yesterday, "we believe it would
be inconsistent for us to maintain billboards in view
of the stand that organization has taken. I realize
that the billboard had its definite place in modem
advertising and I can see no objection to well designed,
well kept billboards when they are so place<l they do
not detract from the scenery or block the vision of
mott)rists using the highways."

Commends TraflBc
Control at "Big Game."

Commenting on the manner in which traffic
was handled at the California-Stanford foot-
ball game, the San Francisco Examiner edi-
torializes under the heading "Big Game
Triumph Proves It Can Be Done, ' ' in part as
follows :

The handling of the "Big Game" traffic by the state
and peninsula motor police set up a target of per-
fection at which citizens and officers should begin
shooting at once.

That immense torrent of steel and humanity flowed
peacefully and uninterruptedly to and from the game.
It flowed between the banks set by law in far more
orderly fashion than do lesser streams of traffic on
ordinary days.

The great problem of handling an emergency was
met precisely because there WAS an emergency.

The experience with the tangled traffic of the Stan-
ford-University of Southern California game a few
weeks before had taught both citizens and authorities
the need for law and order.

The motor police of the state and peninsula had
thoroughly studied their "Big Game" strategy in ad-
vance, so that when the time came they were engineers
guiding tons of traffic with their brains, not strongarm
men shouting v;iinly at a brimming river pouring over
all its levees.

The next great problem is how to profit fully by
this triumph of modern transportation engineering.

Editor "Astray" on
State Highways.

R. C. Harbison, editor of the San Bernar-
dino 8nn, in liis column ' * The Editor Astray, ' '
has the following to say :

This California highway system — how it grows on
one as he speeds over hundreds of miles of the pave-
ment. Yet it is far from completed, as the report of
the State Highway Department shows, and millions
are being spent annually to extend and improve it.
Special mention should be made of the efficient way
in which the improvements are now made. There are
few detours. The speedometer shows something over
400 miles from San Bernardino, past many construc-
tion gangs, yet only twice have we been off the pave-

CALIFORNIA HIGHWAYS AND PUIilJC WORKS

17

iiii'iit. once fiir piM'liaiis two miles p.-ist new cdiisl ruc-
tion, jukI oiwc for a few luindred feet where an uiider-
pas.s is being Imilt to avoid a !;i:i'l'' crossing over the
^^o^lthenl Pacific.

Napa State Farm
Expresses Appreciation.

The following letter is self-explanatory:
State of CaHfornia

DEPARTMENT OF FINANCE

Yoinitville, November 4. 1929.
State Highway Commission,
Sacramento, California.

Gentlemen :

I wish to thank you and the members of your
department for the splendid workmanship depicted in
the body you recently built for the new Napa State
Farm truck. It is most satisfactory and has received
high praise from everyone who has seen it, in fact, I
think it is the best and most carefully built truck body
I have ever seen.

I thank you again in behalf of the Napa State
Farm for the interest you have taken in this matter.
Very truly yours,

(Signed) Owen Duffy,
Superintendent Napa State Farm.

Kind Words Come
From Australia.

The following letter from Australia is self-
ex|)laiiatoi-y :

Department of (ieology
THE UNIVERSITY OF SYDNEY

New South Wales, Australia,

1.5th October, 1929.
The Director,

California Highways and Public Works,
P. O. Box 1103,
Sacramento, Cal.

Dear Sir :

A friend recently lent me two copies of your official
journal, Vol. .5, Nos. 2-3, Feb.-Mar. 1928 and Vol. 5,
No. 4, April, 1928. These were the first copies of your
splendid publication that I had seen, and I found
therein matter of considerable interest and value. As
lecturer in Economic Geology, including Engineering
Geology for students of Civil Engineering in this Uni-
versity, I was keenly interested in the account of the
"Six Legged Tetrahedron" and in the full report on
the St. Francis Dam failure, as well as in other
articles.

Might I be permitted to offer congratulations upon
the excellent nature of your publication.

Thanking you in anticipation,
Yours faithfully,

(Signed) L. Lawry Wateriiouse,

Lecturer in Economic (ieology.

Yosemite Valley Road
Bans Billboards.

Til is Associated Press dispatch was widely
published both in California and elsewhere :

YOSEMITE, Nov. 13.— Ninety per cent of the bill-
boards along the all-year highway, into the Yosemite
Valley will be removed when their present leases
expire, it was announced today by C. G. Thomson,
recently appointed Mariposa County chairman of the
State Chamber of Commerce campaign to clean up
the scenic highways leading to national parks. Thom-
son said this assurance had been given him by land
owners.

W. C. T. U. Praises
Hig"hway Patrol.

Papers using the Capitol News Bureau
service, published the following article :

SACRAMENTO, Oct. 25.— Their white ribbons
may be somewhat dusty, but California highway
officers and the W. C. T. U. are one in spirit of tem-
perance and law enforcement, documentary evidence
disclosed today.

Congratulatory messages from the temperance
organization because of the salutary conduct of patrol-
men in session at San Diego. October 15, 16 and 17,
simultaneously with W. C. T. U. convention reached
Snook today via Captain Otto Langer, newly
appointed chief inspector of the California highway
pati-ol, and the news was promptly related to As-
semblyman T. M. Wright of San Jose, author of the
AV right act and chief of legislative dry contingents.

Carrying Message
For California.

It will be of interest to know that the
message of California is sent through Cali-
fornia Highways and Public Works to the
following places and countries out of the
United States :

Capetown, .lohannesburg, Pretoria, South Africa ;
Buenos Aires, La Plata, Argentina ; Santiago, Val-
paraiso. Chile ; Rio Grande, Brazil ; Sydney, South
Brisbane, Melbourne, Rockhampton. Australia ; Can-
ton, China ; London, Yorkshire, Lincoln, England ;
Paris, France ; Monforte, Italy ; Cairo, Egypt ; Yoko-
hama, Tokyo, Kanagawaken, Japan ; Mosco, Baku,
Russia ; Stockholm. Sweden ; Tauranga, Auckland,
Wellington, New Zealand ; Ancon, Pedro Miguel,
Canal Zone ; Mexico City, Tijuana, Lower California,
Mexico ; Honolulu, Hawaii ; Camaguey, Cuba ; San
Juan, Porto Rico; .luueau, Alaska; Vancouver, Vic-
toria, Montreal, Canada ; Rotterdam, Netherlands.

Steel Highways From
Coast to Coast Forecast.

Highways made of one single strip of steel
welded together and extending from coast to
coast are predicted by Bennett Chappel, vice
president of the xVmerican Rolling Mill Com-
pany, who recently addressed the annual con-
vention of the International Acetylene Asso-
ciation.

IS

CALIFORXTA IIKUnVAYS AXD PUBLIC WORKS

Laboratory -ing California's Highways

By T. E. Staxtox, Mem. A.S.C.E., Materials and Research Engineer*

T. E. Stantox

THE .SPEC'TACL'LAR side of road bnild-
ino-. the side which appeals to the public
fancy, lies in the operation of power
sliovels and dirt moving equipment, pavement
mixers, and large trucks loaded with materi-
als of cnnsti-uetion that travel at high speed
over roads already
built en route to new
work at some distant
point.

In due course the
grading is completed
and the new grade is
surfaced according to
the number and weight
of vehicles the road is
expected to carry.
^ ^^H '^^^'^ public takes it

^^^ ^^1 ^^'"^ '^ matter of course

■HP ^^^ ^^^^^ whatever the nat-

l*,^ ■ } ure of the pavement it

should stand up with-
out serious deteriora-
tion and always present
a smooth, hard sur-
face free from ruts, bumps, and chuckholes.
It is the duty of the highway engineer to see
that the public is not disappointed in this
respect. To do this, however, he must be sure
that the materials and methods used in the
construction measure up to certain qualifica-
tions which have been determined by observa-
tion and research as requisite to insure
success.

He has learned that if the foundation soil is
of such a nature that it will swell when satu-
rated with water and correspondingly shrink
Avhen dried out, it Avill tend to break up and
disintegrate an otherwise economically de-
signed and pi-opci'ly constructed pavement
surface.

Having corrected foundation deficiencies by
the addition of crushed rock, gravel, or sand
there are many pitfalls which must be avoided
during the construction of the pavement, such
as the quality of the materials (rock, sand,
cement, asphalt, steel, etc.) entering into its
construction, as well as the manner and pro-

*This is the finst of a series of two articles, dealing
with the work of the Materials and Research Depart-
ment of the Division of Highways. The second article,
which will appear in the .January issue of Camfornia
Highways and Public Wouks, will deal with some of
the particular problems of highway construction upon
which research is now being made.

portions in which these materials are put to-
gether.

Therefore, so that he may be warned in
advance relative to the nature of the founda-
tion soil, and the quality of construction mate-
rials to be used, the testing department is
expected to keep the construction engineer out
of trouble, and when trouble does occur, re-
gardless of the knowledge and best efforts of
testing and construction engineers, the
research engineer steps in to find out what
caused the trouble and devise ways of avoid-
ing the same trouble in the future.

State highway departments in states wnth
limited funds for road building are compelled
to call upon commercial testing laboratories
for assistance.

States with extensive construction programs
usuall.y have their own materials and research
department.

California has always maintained its own
department.

As the volume and variety of work has
increased it has been necessary to gradually
increase the facilities of the department until
it is second to none in the countr3^

Probably no state in the Union has such a
^'ariety of pavement types under construction
and maintenance as California. The size of
the state and the wide range of climatic and
physical characteristics makes this a logical
development.

The wide variety of pavement types makes
necessary the employment of laboratory ex-
perts in each type.

In addition to the ])hysical testing labora-
tory, the department has a large and fully
equi])ped chemical laboratory which handles
chemical tests and analyses for other state
departments, as well as the State Highway
Department. The State Purchasing Agent
depends on the chemistry laboratory for
advice as to quality of much of the materials
and supplies purchased for state institutions.

OUTLINE OF WORK

It is the duty of the department to investi-
gate the soil from which the fills and subgrade
are to be constructed. JMoisture absorption,
swell and shrinkage characteristics are studied
in the laboratory. After a fill is constructed,
if immediate hard .surfacing is proposed,
borings are made in the fills and tests made to

CALTFORNIA HIGHWAYS AND PlllilJC WOh'K.S

19

ascertain if full settlonieiit or compaction lias
been secured. If there is still (Ian<i'er of settle-
ment, the ])avement surface is omitted. Assum-
ing- that full com})action of the jj'rade has
taken ])lace, the subjii-ade soil is then tested
for shrinkaii'e.

If the subg-rade is of clay or adobe which
has a hig'h shrinkage value, as determined b}^
hiboratory tests, it is first treated or mixed
with crushed rock or gravel and opened to
traffic until thoroughly compacted. Fre-
quently this subgrade material is mixed with
road oil as a dust palliative. If, on account
of the volume of traffic or other conditions, it
is deemed necessary to pave immediately, the
subgrade is first covered with a layer of rock
or gravel. Failure to adopt this precaution in
the past has frequently been the occasion of
an early failure of the pavement surface.

When, for financial reasons or otherwise, an
untreated waterbound base of crushed rock or
gravel is to be constructed, the material pro-
posed to be used for the purpose is tested at
the laboratory to ascertain its resistance to
wear. Determination by approved laboratory
methods is also made of its binding value. If
deficient in binding value, suitable binder
material must be provided. Laboratory tests
are made on the binding value of diiferent
fillers proposed for use, including tests to
insure that the filler is of such a nature that
it will not swell and mud up under traffic
when wet.

If the surface is to be oiled, the materials
engineer must ascertain the proper grade of
asphaltic oil which should be used for the
work proposed. When the oil is received it
must be tested to insure that it has not been
injured in the process of manufacture. Ad-
vice is furnished relative to the proper
amount of oil for the aggregate which the con-
tractor proposes to use. During the process
of construction, samples of the completed
work are forwarded to the laboratory for
analysis and separation into component parts
to ascertain if they are actually being put to-
gether in the proportions and manner which
will insure the best results.

In asphaltic concrete pavement construction
laboratory tests are not only made of the
quality of the materials used in the work but
also tests of the completed Avork to determine
composition and stability of the compressed
pavement mixture.

In Portland cement concrete work tests are
made of the cement, as well as of the rock
and sand. The cement is tested and the
approved tested cement kept in sealed bins
and released for construction projects on
authorization from the laboratorv.

Upper view shows testing laboratory in Sacramento.
The three lower views show scenes where analysis and
tests of highway materials are being made.

20

CALIFORNIA HIGHWAYS AXD PUBLIC WORKS

(ii-;idin<i\ specific gTavity, soundness, and
void determinations are made of the rock and
sand used in asplialt and Portland cement
concrete construction, and advice furnished
to the construction engineers relative to the
]iro]ier proportioning of the materials which
■will give the best results. The work is fre-
quently ins])ected in the field by representa-
tives of the laboratory.

Tonerete field cylinders and cores from the
finished ])avement are tested for strength on
the crushing machines at the laboratory. Con-
crete beams are cast and broken in the field
during the construction to ascertain when the
new ])avement is of sufficient strength to be
ojiened to traffic.

Soil and aggregate is tested for detrimental
alkalis and sand for organic matter.

Chemical analysis is made of water pro-
posed for use in constructing concrete, as well
as of the water used for domestic consumption
in survey, maintenance, and construction
camps.

Metal culvert material is iusi)ected and
tested chemically.

Steel reinforcing, structural steel and cast-
ings of iron and bronze are inspected at the
mill and in the field and are tested physically
and chemically in the laboratory.

Timber is inspected at the mill and in the
field and when necessary is tested physically
at the laboratory.

Paint is sampled and afterwards analyzed
at the laboratory.

Expansion joint material is tested.

Everything else being equal, the volume of
routine testing performed at the laboratory
increases in direct proportion as the volume of
construction increases.

There has been an increase in the demand
on the testing laboratory following a better
understanding of the part which thorough
and rigid inspection and control of construc-
tion materials and methods bears to the qual-
ity of the completed work. The cost of labora-
tory control is cheap insurance.

As evidence of the rapid increase in volume
of this type of work, we can refer to the
records of the Division of Highways which
show that during the fourteen years from the
beginning of the state highway program in
1912 to 1926 an average of 3500 tests per year
were made.

During the subsequent two-year period
from July, 1926, to July, 1928,"^ there were
26,519 tests jierformed, or 13,260 tests per
year. From July, 1928, to July, 1929, the
number increased to over 18,000 for the year.
During the first four months of the current
fiscal year, from July to October, inclusive,

over 10. 000 )'()utine tests were made, and, in
addition, approximately 20,000 salinity analy-
ses of water for the Division of Water Re-
sources.

To handle this large volume of routine work
a thoroughly sv^stemized organization is neces-
sary.

To avoid confusion there must be a positive
method of handling and recording samples
when received and reporting tests when com-
pleted.

The variety of materials tested and the dif-
ferent tests and analyses to which most of the
material must be subjected requires the use of
carefully worked out printed cards and other
forms.

ORGANIZATION

The organization is divided into five depart-
ments for routine tests with department heads
in charge.

Work is distributed as follows :

1. Aggregate and Soils Department.

Field investigations and sampling of rock, sand

and gravel deposit.s.
Inspection of rock plants.

Screen, sieve and wash analyses, rock and sand.
Void determination, rock and sand.
Specific gravity determination, rock and sand.
Soundness determination (L. A. Rattler) rock and

sand.
Organic matter determination.
Alkali determination.
Silt determination.
Binder value determination (filler for waterbound

base and surface).
Soils (shrinkage and moisture equivalent).
Compaction (roadway fills).
Screen analysis of fillers.
Miscellaneous tests and analyses.

2. Asphalt Department.

Sampling asphaltic cement, oils, asphaltic con-
crete, and oil mixtures.

Determination of proper grading of aggregate and
percentages of asphaltic cement and oils for
asphalt concrete base and surface mixtures,
asphalt macadam and asphaltic oil mixes.

Determination of percentage of bitumen in field
samples.

Determination of solubility of asphalt.

Determination of loss at 325°, penetration and
viscosity of asphalt.

Determination of specific gravity of mixtures,
asphalt, oils, etc.

Determination of flash and fire points.

Determination of stability of asphalt mixtures by
Hubbard and Skidmore methods.

Determination of water in oil and aggregates.

Design of asphalt concrete mi.xtures.

Field inspection and advice on going contracts.

Miscellaneous tests and analyses.

3. Chemistry Department.

(Conducts chemical tests and analyses for all

state departments.)
Analyses of paints, oils, varnish, shellac, etc.
Analyses of cement.
Analyses of corrugated metal pipe, reinforcing and

structural steel, metal lath, etc.
Analyses of lubricating and fuel oils.
Analyses of asphaltic cements and emulsions.
Analyses of glue, coal, etc.
Analyses of prepared roofing paper.
Analyses of belting.
Analyses of water for domestic and construction

use
Miscellaneous, including soap, waxes, calcium

chloride, earth, clay, fillers, etc.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

21

4. Concrete Department.

Cement sampling and testing, including making
neat cement pats, setting time, boiling tests,
and briquettes for tension tests.

Portland cement concrete, including making, cur-
ing, capping and breaking field and laboratory
concrete test cylinders and beams.

Slump and flow table tests.

Sand mortar tests to determine sand strength.

Design of concrete mixtures for pavement and
bridge construction.

Field inspection and advice on concrete construc-
tion.

Miscellaneous.

5. Steel, Castings, Timber, and Expansion Joint

Department.

Mill inspection and sampling of reinforcing, struc-
tui-al, and culvert steel, cast iron, and bronze.

Laboratory physical tests of :
Phosphor bronze
Cast steel and iron
Reinforcing steel
Structural steel
Culvert steel
Asphalt dipping of inetal culverts

Expansion joint material.
Mill inspection of timber, including redwood,
Doviglas fir, pine — treated and untreated.

Miscellaneous.

(This department has field and mill inspectors
in the Los Angeles and San Francisco Bay
districts.)

MODERN LABORATORY

In order to properly house and centralize
the testing and research work, the Division of
Hig'hways has erected and equipped a modern
laboratory building.

This structure is a one story and basement
Class A building of brick, approximately 33
feet in width and 105 feet in length.

The center of the main floor is occupied by
stenographic, clerical, and materials and re-
search engineer's offices.

The chemical testing department occupies
the west end and the physical testing the east
end.

In the basement is located the asphalt de-
partment and the moist room of the concrete
department. Back of the main building are
additional sheet metal buildings which house
the steel testing and overflow from the aggre-
gate and concrete testing departments, as well
as providing space for general storage pur-
poses. There is a paved yard large enough to
include storage bins for the various grades of
aggregate used in the special tests.

The laboratory is well equipped with all
necessary equipment and instruments for
making tests.

SCHOOL FOR CONSTRUCTION ENGINEERS

In order that the field men in charge of
engineering supervision on construction pro-
jects may have a thorough appreciation and
understanding of laboratory control and tests
of construction materials, arrangements have
been made to have resident and assistant resi-
dent engineers spend two weeks at the labora-
tory in Sacramento where they are given

instruction in laboratory and field control,
sami)ling, and testing of materials.

Assignments for this purpose are made to
the laboratory as tliese men can be spared
from the field by district engineers.

It is proposed to combine a moving picture
lecture course with tlie laboratory course.
Motion pictures are being taken of good and
poor construction methods. Similar pictures,
preliminary to the laboratory work, will serve
to illustrate methods of making tests.

The same pictures can be sho^Aai at the dis-
trict offices to those who do not have an oppor-
tunity to attend tlie laboratory course at Sac-
ramento.

Laboratory instruction should result in a
better understanding of the value of labora-
tory control and an increase in quality of the
finished construction work.

Upon completion of the laboratory course
the construction engineer should be able to
pass the following examination :

(1) Aggregates and Soils.

Describe methods used at laboratory or in field to
determine :

(a) Screen or sieve and wash analysis, rock and

sand.

(b) Void determination, rock and sand.

(c) Specific gravity determination, rock and sand.

(d) Soundness determination, rock and sand.

(e) Organic matter determination, rock and sand.

(f) Alkali determination, rock and sand.

(g) Silt determination, rock and sand.

(h) Binder value determination. Filler material
for waterbound base and surface.

(i) Shrinkage and moisture equivalent determi-
nation of soils.

(j) Compaction determination of roadway fills.

(k) Effect of percentage of moisture on compactioni
of roadway fills.

(1) Equipment used and its operation.

State size of samples required for making above-
tests.

Describe method of sampling to secure representa-
tive sample.

Describe sample cards and laboratory report forms
and procedure.

(2) Portland Cement and Concrete.

Describe :

(a) Method, number and size of cement samples

from bins and cars.

(b) Method of making neat cement pats, setting

time, and boiling tests.

(c) Method of making cement briquettes and de-

termining strength.

(d) Method of making and curing field and labora-

tory concrete test cylinders.

(e) Method of capping, preparing and breaking

test cylinders and cores.

(f) Method of making slump and flow table tests.

(g) Method of proportioning concrete and deter-

mining yield,
(h) Method of casting specimens and of making

flexural tests.
( i ) Water cement ratio and fineness modulus.
( j ) "What effect has excess water on strength of

concrete and why?
(k) Describe method of making sand mortar tests.
(1) W'hat proportions of cement and sand are used

in sand mortar tests and why?
(m) Equipment used and its operation.

(3) Asphalt.'

Describe :

(a) Size of samples and methods of sampling

asphaltic cements, oils, asphaltic concrete,
and oil mixtures, etc.

(b) Proper grading of aggregate and percentages

of asphaltic cement and oils for asphaltic
concrete, base and surface mixtures, asphalt
macadam, and asphaltic oil mixes.

(Continued on page 31.)

22

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Mammoth Pool

Reservoir Site

Survey Completed

Reclamation

Flood Control

Review of November Activities

In the

Division of Water Resources

Edward Hyatt, Chief of Division

Water Rights

Water Resources

Investigation
Irrigation

WATER RESOURCES

San Joaquin Vallcu Investigation. The survey of
the ^Mammoth Pool Reservoir Site was completer! on
November 18th. The area covered in this survey was
10.000 acres of very rugged mountainous country. The
survey extended from the mouth of Big Creek, eleva-
tion 2150 feet, up the main channel of the San
Joaquin River, twenty miles, to elevation 3G00 feet.
:\Iapping of this survey is one-half completed. Sur-
veys on the Kings River, Kern River Exchange Canal,
has been continued throughout the month. Thirty-
eight miles have been completed to the Kaweah River.
In this survey all railroads, streams, county roads,
and state highways are located. Surveys on the lower
San Joaquin River have been continued. These include
obtaining all changes in alignment and additional ai-ti-
ficial works such as dredge cuts, levees, etc., that have
been constructed since the survey of the U. S. engi-
neers was made. To date six miles of sti-eam channel
have been surveyed, thirty-eight miles of levee trav-
ersed, thirty-five miles inspected, and five new cutoffs
located. About 15 per cent of the work outlined has
been complete<l. This work has been carried forward
from the Mossdale Bridge to the mouth of the Tuol-
umne River. Topography has been taken by field
party, transferred from the Mammoth Pool Survey
from the San Joaquin River towai-d the Kings River
for a distance of about nine miles. This will be util-
ized in making a paper location in the oflBce and then
a final location in the field for an exchange canal
between these two streams. Observations on the
ground water conditions in Keni County area have
been made for the year 1929 and forwarded to this
office.

Intensive office studies are in progress and par-
tially completed to determine the maximum possible
utilization of all local water supplies on the areas
susceptible of economic irrigation as determined by
the land classification for the purpose of determining
in what areas shortages exist and the importations
require<l of foreign water to supplement the local
supplies.

Sacramento Valley Investiyation. AVatcr supply
studies, Sacramento River at Red Bluff and Bieber,
and Upper Feather River have been continued
throughout the month. Additional studies of yield
have been made for the Iron Canyon Reservoir on
Sacramento River and Indian Valley Reservoir on
Feather River. Preliminary cost estimates have been
completed on seven reservoirs on the Upper Feather
River.

Classification of lands and crop survey has been
continued. Up to date 2,500,000 acres have been
covered.

Santa Ana Investiyation. Agreement was reached
with the representatives of the Tri Counties Associa-

tion on Santa Ana River to conduct investigations of
methods of conservation with particular reference to
spreading on the cone of Santa Ana River and various
creeks from San Gabriel Mountains to Cueamonga
Basin. This is in addition to the cooperative work in
Santa Ana Basin being carried on by the various
branches of the federal government and this office.
The matter involved is general plan for construction
of works which will enable quantities of water to be
diverted from Santa Ana River and spread on the cone
where it will sink underground. The aim of the inves-
tigation will be to reach a plan whereby quantities of
water unprecedented in spreading practice heretofore
can be diverted. This involves serious questions of
design and control of the stream after it has been
diverted.

Salinity Investigations. Work in connectin with
the salinity investigations has consisted merely of the
maintaining of 76 regular salinity observation stations
and the compilation of records and data obtained in
surveys. Up to date 20,000 salinity samples have
been taken and analyzed.

As noted in our last report, the activities of this
sulxlivision have been directed first to the prosecution
of current work and second to the development of
personnel and methods to adequately handle the duties,
imposed upon the department by the new law covering
the supervision of dams, which became effective in
August last.

During the present month applications have been
received for two new dams, namely, the Sunset Canyon
Dam of the Los Angeles County Flood Control Dis-
trict, and the Crouch Dam located in San Diego
County. Sixteen applications have been received
rtxiuesting approval of existing dams, and two applica-
tions for repairs or alterations of dams already built.
During the present month $738.85 has been collected
in fees by the department.

Regular inspections have been made of the important
dams now under construction or being repaired. These
are the San Gabriel Dam of the Los Angeles County
Flood Control District, Juncal Dam of the Montecito
County AVater District, Santa Barbara County,
Shaver Lake Dam of the Southern California Edison
Company, Fresno County, Calaveras Dam of the city
of Stockton, Calaveras County, I^elt Lake Dam, Stan-
ford University, San Mateo County, Chenery Dam,
California Water Service Corporation, Contra Costa
County and Lake Almanor Dam of the Great Western
Power Company, Plumas County. In addition to the
regular inspections and investigations of dams under
construction, studies and analyses of the plans of the
following dams have been made : San Gabriel, Juncal,
Calaveras, Shaver Lake and Hansen.

CALIFORNIA niGHWAYS AND PUBLIC WORKS

23

In (lur l;ist rt'iMirt we reviewed (•(iiiditioiis existing
at tho San Gabriel I>ani and nutcd that tlie Los Au-
gidt's County Flood Control District on October 26th,
filod formal aiiplication accompanied by a filing fee of
.$14,875.28. requesting approval of the San Gabriel
Dum as originally planned. The division will now
take jurisdiction and make an investigation of the
plans, specifications and foundations.

The report on the San Gabriel Dam investigation
will be found on p;ige fourteen of this issue.

IRRIGATION, WATER STORAGE
DISTRICTS AND BOND COMMISSION

During the month financial and economic investi-
gations were made of the Naglee-Burk, Palmdale and
Little Rock Creek Irrigation Districts.

Petition for the organization of a new district to
be known as the Dixon Irrigation District, located in
Solano County, was approved by the County Board of
Supervisors and filed with the State Engineer for
investigation and report of feasibility.

The California Bond Certification Commission held
a meeting on November 8, 1929, at which there was a
hearing in the matter of the issuance of bonds by the
Imperial Irrigation District for the development of
their proposed power project.

The California Bond Certification Commission
apijroved an ex])enditure of $14,805, by the El Dorado
Irrigation District from its construction fund and con-
struction work necessary in the development of the
project.

RECLAMATION AND FLOOD
CONTROL

Maintenance of Sacramento and San Joaquin
Drainage District. The Sacramento by-pass has been
cleared of timber growth by A. Mitchell, under con-
tract at a cost of .$875. Routine maintenance work
on the project in Sutter County has been carried on,
including maintenance clearing in the by-pass chan-
nels. A total of about twenty-five men is engaged in
this work.

Cooperative bank protection work on the Sacra-
mento River and its tributaries within the Sacra-
mento flood control project is now considered a part
of project maintenance, and the money for the state's
portion of the cost is obtained from the flood control
maintenance fund. Most of the items under this work
have been pre^dously reported under "Emergency flood
control and rectification of river channels." The
projects now under way or under consideration are as
follows :
Reclamation Districts No. 535 and No. 673___ $1,800

Robinson Bend on the Feather River 8,000

Sacramento River at Isleton in cooperation

with the Division of Highways 14,000

Andrus Island in cooperation with Reclama-
tion District No. 556 — cost not yet deter-
mined.

Reclamation District No. 730 16,000

Reclamation District No. 900 2,100

Randall Island in cooperation with Reclama-
tion Districts No. 551 and No. 755 525

Note. — The above amounts include the total cost,
of which the state contribution is one-third.

Emergency Flood Control and Rectification of
River Channels. Arrangements have been made for
protection at the head of Tyler Island, in cooperation

with Tyler Lslaml Farms and Libby, McNeill & Lii)by,
at a total cost of .i>"!.0(10. the work to be done under
contract by Leonard Isliam of Rio Vista.

Sacramento Flood Control Project. Good progress
is being made in the work of by-pass clearing with the
money i)rovi(led from the "Joint navigation and flood
control project fund."

In the upper Sutter by-pass and Butte Slough by-
pass our own crew of eighty-two men is working under
the direction of the maintenance foreman on by-pass
clearing construction. These are all local men and no
camp is maintained. The employment of these men
relieves a serious unemployment situation in that
vicinity, and the work is much appreciated. Many of
the farmers on account of the hard season found it
necessary to obtain outside work. An unusually high
class of labor is being obtained.

In the lower Sutter basin, a crew of sixty-three
men is camped on our floating river equipment, and is
clearing timber adjacent to the river in Sacramento
Slough. We have recently established a new camp for
clearing operations at the east levee of Reclamation
District No. 1500, opposite Lee Station, to accommo-
date approximately sixty men. This camp will be in
full operation within a day or two.

Contract has been awarded to August Dententer of
Marysville for clearing work in the channels of the
state cut-offs at the junction of the Feather and Yuba
rivers near Marysville. This work is approximately
70 per cent complete.

The work under the contract with P. D. Maritsas
in the channel of the Amei'ican River is progressing
satisfactorily. He has at this date removed approxi-
mately 1100 piles and various other obstructions, con-
sisting mostly of old bridge piers.

Russian River Jetty. On November 17th, the large
quarry blast was shot, which broke down approxi-
mately 20,000 tons of rock. The shot was very success-
ful, and the material was well broken up and well
placed for handling. Approximately fifteen tons of
powder were used. The balance of the work this
season will consist of transporting this rock from the
quarry and deiwsiting it along the jetty. At the
present time a crew of nineteen men is employed.

Pajaro River Flood Control. The work of clearing
the channel of the Pajaro River is approximately 70
per cent complete and will probably be finished by the
twenty-seventh of November. The work is being done
by our own force under charge of Mr. Kelley, the
river foreman. A total of $4,000 will be spent on this
work.

Mokelumne River Improvement. On November 12
the work of clearing the channel of the Mokelumne
River was commenced, in charge of our foreman, Mr.
D. AY. Roberts. This work is being carried on a day's
labor basis, in collaboration with San Joaquin County.
Our foreman has complete charge of the work, and
one-half of the crew of fifty men is carried on the state
pay roll and one-half on the San Joaquin County pay
x'oll. Other exi>enses and purchases are being divided
as nearly as possible on an equal basis. This work is
done under authorization of Chapter 447, Statues of
1929, and a total of $10,000 is available, equally
divided between the c-ounty and the state. The work
being done consists of clearing timber and brush from
certain portions of the overflow channel, and remov-
ing snags and other obstructions from the channel
proper. The work is progressing upstream from the
lowest point, and at present has been confined to the
south bank on account of the unusual flow of water
in the river.

24

CALTFORMA HIGHWAYS AND PUBLIC WORKS

Flood Mcasurciiinifs und (Juf/cs. A small crew has
been eiigragfd in imttiii}; the automatic and staff gages
maiutaint'd hy this otHce in i)r((i)er cuudition for the
winter o|)eratioii. and arrangements are Ix'ing made
to take the necessary tiuod measurements should this
be required.

WATER RIGHTS

Ap/dications. During the month of October, 22
applications to appropriate water were received ; 18
applications were rejected ; 17 applications were ap-
proved ; no permits were revoked ; and 1 license was
issued.

Other Activities. All other activities in connection
with water rights, such as adjudication work, water
master service, snow surveys, and the investigations in
Southern California and in the coastal basins are
going forward in the routine way. Progress is being
made but there are no particular items to remark
upon, except the conclusion of the Stanislaus River
Adjudication Proceedings which is covered in the suc-
ceeding paragraph.

Stanislaus River Adjudication Proceedings. On
November 14th, the superior court signed findings of
fact and conclusions of law and entered a judgment
and decree in the Stanislaus River Adjudication. This
brings to a close proceedings which were initiated in
1916. This was the first adjudication attempted under
the Water Commission Act and during its course
many delays have been occasioned by attacks upon the
constitutionality and various other features of the
act. However, the act was upheld against all attacks
and the conclusion of the proceedings was completed
on the above date practically 13 years after they were
initiated.

The adjudication covers 58 water rights scattered
through five counties, Alpine, Calaveras, Tuolumne,
Stanislaus and San Joaquin. Twenty-eight hundred
and fifty cubic feet per second of direct diversion were
decreed and approximately 128,300 acre-feet per
annum of storage. The rights decreed provide for the
irrigation of over 150,000 acres of land for develop-
ment of over 50,000 horsepower of hydro-electric
energy. The most important claimants whose rights
were decreed were the Oakdale Irrigation Disti-ict,
South San Joaquin Irrigation District, Pacific Gas
and Electric Company (Stanislaus power develop-
ment) and the Utica Mining Company.

The findings of the decree are virtually the same
as the final Order of Determination made by the
Division of Water Rights and thus the decree is the
same as the tJrder of Determination which was
entered in 1923.

REGISTRATION FIGURES TELL STORY

The United States leads all other countries
in motor vehicle registration, with 24,493,124
units. The entire foreign registration is only
7,285,000. The United States has 3,005,614
miles of roads — its nearest rival is France,
with 440,085 miles. Argentina is the leading
customer for American-built cars ; Mexico has
the most automobiles per mile of road with
37; Russia, with .06 has the fewest cars per
mile of roads ; the United States has the few-
est persons per car, Avith 4.9 ; China has 17,000
persons for every motor vehicle there.

MOTOR VEHICLE
DIVISION REPORTS

Frank G. Snook, Chief

CAMPAIGN AGAINST FAULTY
HEADLIGHTS

On October 1.5th the California Committee on
Public Safety and various other organizations, cooper-
ated with the superintendent of the California High-
way Patrol in launching an educational campaign
against faulty headlights. This campaign of educa-
tion and warning was earned on for fifteen days. At
its conclusion the highway ofiicers, with the coopera-
tion of the city police departments, started rigid en-
forcement at night throughout the state. The Cali-
fornia highway patrolmen issued 12,730 citations to
motorists up to November 11th. and we are still
actively engaged in carrying out this work. Thousands
of citations which have not been reported to the
division as yet have been issued by police departments
cooperating with the patrol.

EQUIPMENT OF HIGHWAY PATROL

On August 14th the division had 25 automobiles
which had been purchased out of surplus budget allow-
ance of the 8()th fiscal year. All of these cars have
been painted the distinctive color "white," and are
now being operated upon the highways throughout the
state by various inspectors and captains. Specifica-
tions have now been prejiared for automotive equip-
ment to completely equip the highway patrol.

HANDLING TRAFFIC AT THE
"BIG GAME"

The expeditious manner in which traflic was
handled at Saturday's "big game" reflects the value
of the newly organized highway patrol.

A special meeting was held at the Cardinal Hotel
at Palo Alto on November 8th, at which were present
Mayor of Palo Alto, Mr. Albert R. Masters, general
manager, Stanford Athletics, the Comptroller of Stan-
ford University, chiefs of police of the various munici-
palities surrounding the peninsula district, traffic and
operating officials of the Southern Pacific Company,
the Chief Engineer of the California Automobile
Association, a National Automobile Club representa-
tive. Superintendent Biscailuz, and other members of
the California Highway Patrol, for the purpose of
expediting the movement of traffic for the Stanford-
California football game and the Stanford-Army game.

Superintendent Biscailuz offered the services of the
California Highway Patrol to work in cooperation
with the chief of police and traffia forces of the penin-
sula municipalities, and this offer was accepted whole-
heartedly. Maps were furnished to Otto Langer,
inspector at large in charge of the Bureau of Traffic,
who instructed and placed the 60 men assigned to this
work to their respective duties. These men were on

CALIFORNIA HIGHWAYS AND PUBLIC WORKfi

25

the grouud Friday, Noveinbor 2l2(l. at noon. Stanford
University niado arranscnionts to furnish sleeping
quarters for all men in one of their dormitories.
Elaborate preparations were made, with the coopera-
tion of the other interested officials, to bring about a
satisfactory and efficient handling of a very diificult
traffic situation occasioned by the lack of more than
one ma.ior outlet from the stadiiun to San Francisco.
No traffic officers of the California Highway Patrol
were allowed to be in attendance at the game, having
been assigned to duty from 8 a.m.. November 23d,
until the whole situation had been cleared. The press
was very helpful in advising the public how best to
cooperate with the officers in charge.

INSTRUCT AUTOISTS IN MOTOR
VEHICLE ACT

The synopsis of the Motor Vehicle Act has been
published, in accordance with a statute passed at the
last legislature. This act directed that the synopsis
should be given with each original motor vehicle regis-
tration. The publication of this synopsis of motor vehicle
laws is a part of the state-wide campaign for greater
safety in the use of highways.

Governor Young contributed the following state-
ment to the publication :

The highways of California have become the best
in the world. Our job now is to make them the
SAFEST.

Prevention of motor accidents, and the reduction of
resulting deaths and injuries, is a duty incumbent not
only on public officials, but on all citizens of the state.

The overwhelming majority of our motorists are
carefid and law abiding. With these the officers of
our Highway Patrol must ever be friends and allies,
all striving ceaselessly together to increase public
safety.

The menace in highway travel lies with a small
motoring minority. In this group are found the reck-
less and the criminally careless, the drunken and the
grossly incompetent. These must be made either to
reform or be forever eliminated fi-om our highways.

I appeal to the individual motorist to recognize and
ever remember the great outstanding fact that safety
laws, even with the most rigid enforcement, will not
keep accidents at an irreducible minimum, unless
supplemented by safe practices on the part of indi-
vidual drivers and individual pedestrians.

The goal of an irreducible minimum in accidents is
a very proper standard for our California highways.
The public should insist on a measure of safety that
refuses to excuse any accident that is humanly pre-
ventable.

The lives of our i>eople are too valuable to the
state, and too precious to themselves and their families
to be .sacrificed through inattention and negligence.

Many conductors are not sold on the idea of publicity
for the construction industry. They ask us what
good it will do. Well ; we are told that there are
twenty-eight mountains in Colorado that are higher
than Pike's Peak. We can't name any of them. And
neither can you. But we all have heard of Pike's
Peak because it has had so much publicity. So busi-
ness is good in Pike's Peak and the twenty-eight higher
peaks just stand there, and, we imagine complain that
business is poor, wonder why people flock to Pike's
Peak and refuse to believe in publicity — Construction
Advisor.

NOVEMBER REPORT OF

IDIVISION OF ARCHITECTUREi

(Ikouck B. MacDougall, Chief

Contracts of a tutal value of .$oG6. 140 were awarded
during November. I'rojccts on which bids are in but
upon which awards had not been made (Nov. 21st)
totaled $.">20.S94. Projects out for bids showed a total
of .$31, 900.

The list of projects upon which awards were made
in November included the restoration of the stockade
at Fort Ross; gate lodge at Tahoe Public Camp
Grounds ; painting work at the state nursery at
Swingle ; general work, heating and plumbing work ;
electrical work in reconstruction of ward buildings
at the Mendocino State Hospital ; addition to the
Public Works BuUding ; general work, heating, ventil-
ating, plumbing and electrical work for the library
and science building of the San Diego Teachers
College.

Bids are now in for the general and complete
mechanical work for the two barracks buildings of the
^'eteran's Home.

NEW ROAD REVEALS NEW
STANDARDS

(Continued from page 7.)

Portland cement concrete pavement 20 feet
wide was constructed in two standard 10-foot
strips 6 inches to 9 inches thick.

Proposals were received on May 22, 1929,
the contract being awarded to Frederickson &
Watson and Frederickson Bros, of Oakland on
a bid of $323,686.40.

The construction was standard throughout,
the aggregates being proportioned at a central
proportioning plant located near the center of
the work, and hauled in batches to the mixer
on the grade, where the cement was added and
final mixing performed.

On this job a record average daily run of
Portland cement concrete for the state high-
way work was obtained, being 360.-1: cubic
yards of concrete per day. The maximum
daily run was 407.9 cubic yards.

The final cost of this improvement, includ-
ing state furnished materials, supplemental
work, etc., will be approximately $360,000, or
about $41,000 per mile.

The contractor employed from fifty to one
hundred men per month on this work during
its con.struction.

The pavement was opened for through
travel Saturday, November 16th.

Mr. C. A. Potter is resident engineer in
charge of the work for the state.

26

CALIFORNIA IIIGIIWAYS AND PUBLIC WORKS

November Highway Awards Described

Twenty-one state highway contracts were awarded
by B. B. Meek, director of tlie Department of Public
AVorks, in the thirty-day period b(>tween November 4
and December 4, 1929. The total of contractors' bids
on these contracts was .$1,504,950. This work is
widely distributed over California. The improvements
that will be secured by these contracts may be sum-
marized as follows :

FOOTHILL BOULEVARD— The Johnson Con-
struction Company of Los Angeles was awarded a
contract to widen a bridge across San Gabriel River
on the Foothill Boulevard near Azusa in Los Angeles
County. This contract is a part of the general pro-
gram of bridge-widening now in progress over Cali-
fornia. The existing bridge is 21 feet wide. This is
to be increased to a clear roadway width of 42 feet.
A five-foot sidewalk is to be constructed on the south
side of the bridge. The project will relieve the "bottle
neck" at this point, resulting from the recent widen-
ing of the adjoining pavement to 40 feet. It lies on
the main road between Los Angeles and San Bernar-
dino. The contract price was $88,054.95.

COAST HIGHWAY — By a contract awarded to
Gutleben Brothers of Oakland, a fine new bi'idge will
replace the present old, narrow and dilapidated struc-
ture over San Luis Rey River near Oceanside in San
Diego County. The new bridge will have three 265-
foot steel deck truss spans and two 60-foot steel
stringer spans on concrete piers and abutments. The
bridge will have clear roadway width of 40 feet and a
r>-foot sidewalk on each side. The approaches are to
be graded and paved with Portland cement concrete
and bituminous macadam. The contract price was
$281,542.

A contract for cleaning and painting the bridge
across the Santa Ana River south of Huntington
Beach in Orange County was awarded to the L. A.
Sandblasting Co. for $2,350.

A highway widening contract in Los Angeles and
Ventura counties was awarded to the Southwest Pav-
ing Company of Los Angeles for $51,361. This con-
tract lies between Calabasas and Conejo Summit. The
project is about 19.6 miles in length. The i-oad will
be widened with oil-treated rock borders 2 and 3 feet
wide, according to the width of the present pavement.
This project is a part of the heavily traveled Ventura
Boulevard between Los Angeles and Ventura.

Anotlier Ventura lioulevard project was awarded
to (Jriilith Company of Los Angeles. This project
lies between Conejo Creek and Camarillo, a distance
of al)out 2.3 miles. It will be graded and paved with
asphalt concrete. The roadbed is to be constructed
to a width of 40 feet with 20 feet of surfacing. The
contract price is $38,288.50.

A third Coast Highway project, this one in Orange
County, was awarded to the Maceo Construction Com-
pany, Inc., of Clearwater, California. Tiiis project
lies between Sunset Beach and Newport Beach, a
distance of 6.4 miles. It will be graded and paved
with Portland cement concrete. The roadbed is to be
from 90 to 100 feet wide and the present pavement
is to be widened to 30 feet. The wide i-oadbed will
provide much needed parking space. The contract
price is $201,545.15.

A contract for another widening job on the Coast
Highway was awarded to the Cornwall Construction
Company of Santa Barbara. This project is situated
in Santa Barbara County between Eagle Creek and
El Capitan Creek, a distance of 5.5 miles. The road
will be widened with oil-treated crusher-run base.
Contract price is $17,483.70.

LOS ANGELES TO BISHOP HIGHWAY— A

contract for grading and surfacing Avith oil-treated
crushed gravel or stone, 21.3 miles of this road was
awarded to the Allied Contractors, Inc., of Omaha,
Neb. This project is situated in Inyo County between
Coso Junction and Olancha. The roadbed is to be
36 feet wide and the oil surfacing 20 feet wide. The
project forms a part of the road from Mojave to
Bishop. Adjoining this project on the north is a
similar project recently completed. This work includes
a general flattening out of the present undulating
grades following closely the de.sert surface. The con-
tract price was $239,792.50.

PACIFIC HIGHWAY— Grier & Taylor of Oakland
were awarded a contract for surfacing 26 miles of the
Pacific Highway in Shasta County between Bayha and
La Moine. The surfacing is to consist of untreated
crushed gravel on the existing roadbed and stock-
piling screenings for a future armor coat. The project
lies north of Redding in the Sacramento River canyon.
The contract price is $59,941.50.

ALTURAS LATERAI^-R. B. McKenzie of Red
Bluff was awarded a contract to build six timber
bridges on the Alturas lateral in Shasta County at
points approximating from 40 to 60 miles east of
Redding. The length of the bridges vary from one to
seven 19-foot spans on frame bents with concrete
pedestals. The contract price was $18,653.

CUYAMA LATERAL— The Los Angeles Decom-
posed Granite Company was awarded a contract to
surface 12.2 miles of the Cuyama lateral with oil-
treated crushed gravel 20 feet wide. This project
lies in Kern County between Pentland and the San
Emigdio Road. The Cuyama lateral is a secondary
highway from the San .Joaquin Valley south of Bakers-
field to the coast at Santa Maria. It carries a very
considerable trucking traffic to the west side oil fields.
The contract price was $50,379.40.

CHOLAME LATERAL— A contract for grading a
roadbed 36 feet Avide and placing a bituminous
macadam pavement 20 feet Avide on 2 miles of the
Cholame lateral Avas aAvarded to the Hartman Con-
struction Company of Bakersfield. This section lies
east of Lost Hills in Kern County. It is a portion of
the Cholame Pass Road and the ncAV section eliminates
tAvo dangerous right-angle turns. The contract price
Avas $41,993.40.

REDWOOD HIGHWAY— The Engelhart Paving
Company of Eureka Avas awarded a contract for sur-
facing 7.3 miles of highAvay in Humboldt County be-
tAveen Dean Creek and Fish Creek. The surfacing
is to be 18 feet Avide and screenings are to be stock-
piled for future bituminous surface treatment. The
project is located about 50 miles south of Eureka
along the banks of the Eel River. The contract price
is $27,050.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

27

A simihu" in'ojcct in JMciKlociiio Couiily covcriiif}^ a
distance of 8.7 luilos was awarded lo Ilemsd'eel &
Bell of Marysvillo for $37.3;i().

Sienier & Kendall and J. F. ^[aiii of San Anselmo
wei'(> awarded a contract: for an overhead crossing over
tlH> Xortliwestern I'acific tracks near Greonbrae in
Marin County. The crossing will consist of one 38-
foot and two 21-foot reinforc(>(l concrete girder spans
on concrete piers and abutments. The structure will
provide a clear roadway width of 44 feet. This over-
head structure is located on new alignment of the
Ivedwood Highway between San Kafael and Sausa-
lito. The railroad will bear one-half of the total cost.
The contract awarded by the Division of Highways
Avas for .flT.lOO.

A second overhead crossing over the tracks of the
same railroad, this one at California Park, in Marin
County, was provided for in a contract awarded to
Frederickson »& Watson and Frederickson Bros. Con-
struction Company of Oakland. This structure will
consist of one lijO-foot steel truss span on concrete
piers, one 41-foot and one 2S-foot steel beam spans on
structural steel bents and C8G feet of timber trestle on
pile and frame bents. A clear roadway of 44 feet 6
inches is provided. This structure is also on reloca-
tion between San Rafael and Sausalito. This reloca-
tion shortens the distance between these two points 4
miles. The question of the extent of participation of
the Northwestern Pacific Railroad Company in the
cost of this structure is now before the California
Railroad Commission for determination. The contract
price was $121,683.

The Butte Construction Company of San Francisco
was awarded a contract for constructing a bridge
across Corte Madera Creek at Greenbrae in Marin
County. The bridge will consist of a bascule span
over a clear channel of 40 feet, find approximately 355
feet of timber trestle approaches on pile bents. The
contract price was $157,339.50.

MOTHER LODE HIGHWAY— The second oldest
bridge in the state, a suspension structure across the
North Fork of the American River, 2.5 miles east of
Auburn. The new bridge will be a suspension span
322 feet in length with a clear roadway of 12 feet.
The selection of this type of bridge was governed by
the fact that the permanent location of this river
crossing is dependent upon the building of a dam below
the sight, so that the loss will be held to a minimum
when the permanent structure is erected. The old
bridge was built in the early 60*s and is in a very
poor condition. This contract was awarded to Smith
Brothers of Eureka for $25,225.

CA.TON PASS LATERAL— A contract for a rein-
forced concrete bridge near Cajon Station in San
Bernardino County was awarded to Pittman & Hip-
penstiel of Riverside. The bridge will consist of three
20-foot spans on concrete piers and abutments with
wing walls. It will have a clear roadway width
of 34 feet. Appi'oaches ai"e to be graded to a width
of 36 feet. Contract price was $13,087.57.

SAN DIEGO-EL CENTRO HIGHWAY — De
Waard & Son of San Diego were awarded the con-
tract to construct a subway under the San Diego and
Arizona Railroad near Coyote Wells in Imperial
County. The subway is to be of steel beam, timber
deck on concrete abutments. This subway is on the
new alignment, constructed after the old road was
washed out in 1926. The contract price was $14,659.

There are poor people in the Tennessee mountains
who live in such dilapidated shacks that every time
it rains, they have to go out and get in the sedan. —
Kay Features.

ACCEPTANCES OF
HIGHWAY CONTRACTS

DEL NORTE COUNTY— Ilolderner Construction
Co. of Sacramento for constructing various types of
oil surfacing between Smith River and the Oregon
line, Redwood Highway, 35. .3 miles. Approximate
cost $186,000.

DEL NORTE COUNTY— Ilolderner Construction
Co. of Sacramento for crushing and stockpiling rock
between Crescent City and the Oregon line. Redwood
Highway. Approximate cost $15,100.

DEL NORTE COUNTY— .1. E. Johnston of Stock-
ton for constructing graded roadbed and placing
untreated crushed stone surfacing from Klamath
River and Wilson Creek, Redwood Highway, distance
7.2 miles. Approximate cost $242,000.

EL DORADO COUNTY— Contract of Lord &
Bishop of Oroville for constructing a bridge across
Tallac Creek about 8 miles north of Meyers on the
Placerville-Tahoe Road. Approximate cost $9,600.

EL DORADO COUNTY— L. W. Hesse of Merced
for constructing a graded roadbeu between May's Sta-
tion and the Nevada state line, Placerville-Tahoe
route, 5.1 miles. Approximate rest $40,700.

HUMBOLDT COUNTY— Kern & Kibbie of Port-
land for furnishing and placing untreated crushed
gravel or stone surfacing and stockpiling broken stone
and screenings for bituminous macadam between Little
River and Trinidad, Redwood Highway, 4.3 miles. Ap-
proximate cost of $28,600.

HUilBOLDT COUNTY— Ellison & Smith of Fort
Bragg for constructing graded roadbed and placing
crusher-run base between Mad River and Mill Creek,
Redwood Highwav, 0.9 of a mile. Approximate cost
$37,900.

HUMBOLDT COUNTY— Butte Construction Co of
San Francisco for constructing a bridge and timber
approaches about 4 miles north of Areata, Redwood
Highway. Approximate cost $78,000.

HUMBOLDT COUNTY— Englehart Paving Const.
Co. of Eureka for placing untreated cru.shed rock
surfacing and stockpiling bituminous macadam rock
between Big Lagoon and Orick, Redwood Highway,
distance of 3.3 miles. Approximate cost of $33,500.

HUMBOLDT COUNTY— E. C. Coats of Sacra-
mento for constructing graded roadbed between Loleta
and Beatrice, Redwood Highway, 3.7 miles. Approxi-
mate cost of $113,900.

LAKE COUNTY— IIem.street & Bell of Marysville
for placing oil-treated crushed rock surfacing between
High Valley Creek and Abbott Mine, on the Ukiah-
Tahoe route, 15.6 miles. Approximate cost of
$111,200.

LASSEN COUNTY— F. H. Nielson, contractor for
constructing timber bridge and cattle passes near
Doyle on the Red Bluff-Su.sanville lateral. Approxi-
mate cost $34,000.

LASSEN COUNTY— C. C. Gildersleeve of Felton
for constructing an undergrade crossing under tracks
of Western Pacific Railroad near Doyle on the Red
Blufif-Susauville lateral. Approximate cost $21,100.

LASSEN COUNTY— Meyer Rosenberg of San
Francisco for constructing graded roadbed between
Doyle and Long Valley Creek on the Red Bluff-
Susanville lateral, distance 5.5 miles. Approximate
cost $51,500.

28

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

LOS AXCiELES COrXTY— (libboiis & Kecd, Bm-
baiik. for surf.-iciiii; eertaiii c-rcsccnt shaped aroas with
bituminous macadam botwccn 0.8 of a milo north of
Samlbergs and 2^ miles north of Sandbcrjis. main
Valley route, at an approximate cost of .i?l.">.!K»().

LOS ANGELES COUNTY — Griffith Company of
Los Anseles for constructing a graded roadbed and
layinj; an asphaltic concrete pavement between Glen-
dora and Claremont on the San Fernando-Sau Ber-
nardino Road. 515 miles. Approximtae cost $333,500.
LOS ANGELES COUNTY — Gibbons & Reed of
Bnrbank for constructing certain segments of bitu-
minous macadam pavement between 1^ miles north of
Kelly's and i mile north of Sandberg's, Valley route,
C.l miles. Approximate cost $117,300.

]\L\RIN COUNTY — Granfield, Farrar & Carlin of
San Francisco for constructing graded roadbed and
placing bituminous macadam surfacing at Alto, Tibu-
ron-Alto route, about 0.0 of a mile in length. Ap-
proximate cost $26,100.

MONO COUNTY — D. C. Follis of Compton for
grading at Hilton Creek, on Sausug-Owens Valley-
Bridgeport Road. 1.6 miles. Approximate cost $17,200.
MONO COUNTY — Montfort «& Armstrong of Sac-
ramento for constructing a graded roadbed and plac-
ing untreated crushed rock surfacing between McGee
Creek and Convict Creek. Tioga Pass route, distance
3 miles. Approximate cost $26,400.

ORANGE COUNTY — Steele Finley of Santa Ana
for constructing a graded roadbed and placing Port-
land cement concrete pavement at Irvine, Coast route,
0.7 of a mile. Approximate cost $70,700.

PLACER COUNTY — Tieslau Bros, of Berkeley for
constructing graded roadbed surfaced with oil-treated
crushed rock at Magra, Auburn-Truckee highway, li
miles. Approximate cost $23,600.

PLUMAS COUNTY — Charles Harlowe, Jr., of
Oakland for constructing graded roadbed and surfac-
ing with crushed gravel or stone between westerly
boundary and 2* miles southwest of Chester on the
Red Bluff-Susanville lateral, 6.2 miles. Approximate
cost of $111,600.

SACRAMENTO COUNTY— George J. Ulrich
Construction Co. of Modesto for building bridge across
Arcade Creek about 11 miles east of Sacramento on
the Auburn-Truckee road. Approximate cost $13,100.
SAN BENITO COUNTY— W. A. Dontanville of
Salinas for surfacing portion of state highway from
7 miles north of Salinas to and including the town of
San .Tuan, 2.4 miles. Approximate cost $11,000.

SAN BERNARDINO COUNTY— George Herz &
Co. of San Bernardino for constructing graded road-
bed and pl.-icing Portland cement concrete pavement
between San Bernardino and Santa River bridge on
the San Bernardino to El Centro route, distance 1.7
miles. Approximate cost $67,400.

SAN LUIS OBISPO COUNTY — M. J. Bevanda
of Stockton for constructing timber bridge with graded
and surfaced approaches across Yerba Buena Creek
north of Santa Margarita on the nniin Coast Route
(bridge and 0.2 of mile approaches). Approximate
cost $0,1»00.

SAN LUIS OBISPO — M. J. Bevanda of Stockton
for constructing graded roadbed and jtliicing Portland
cement concrete pavement between Cuesta and li
miles south of Santa Margarita, Coast route, for a
distance of 1.0 miles. Approximate cost $104,500.

SANTA CLARA COUNTY— Tieslau Brothers of
Berkeley for crushing and stockpiling coarse and fine
screenings in stockpiles between La Honda Road and

Sarat()g:i Gap, San Francisco-San Jose route. Ap-
proximate cost $12,200.

SAN ]MATEO. SANTA CLARA AND SANTA
CRUZ COITNTIES — Twohy Bros, and J. F. Shea
Co. of San Francisco for constructing graded roadbed
and placing untreated crushed rock surfacing between
La Honda Road and Saratoga Gap, Skyline Boule-
vard, 13.8 miles. Approximate cost $712,400,

SISKIYOU COUNTY— M, B, McGowan of San
Francisco for constructing a reinforced concrete bridge
acro.ss Shasta River, Pacific Highway, 5 miles north
of Yreka. Approximate cost $29,600.

SOLANO COUNTY — Frederickson & Watson
Const. Co. of Oakland for constructing a graded road-
bed and placing bituminous macadam surfacing be-
tween Avesterly boundary and 1^ miles west of Cor-
delia in tile Jamison Canyon, 2.2 miles. Approximate
cost $113,200.

TUOLU:\[NE COUNTY— Lilly, Willard & Biasotti
of Stockton for constructing graded i-oadbed and plac-
ing oil-treated crushed rock surfacing between Sonora
and Sullivan Creek, Mother Lode Highway, 1.6 miles.
Approximate cost .$45,700.

RELATION BETWEEN CONTRACTORS
AND DIVISION OF ARCHITECTURE

(Continued from page 11.)

The passage of this legislation will work to
the advantage of the contractor as well as to
the state, in that the contractor will know that
he is competing only against preqnalified sub-
stantial contractors.

To date, the response to the questionnaire
has been very gratifying, and the forms are
being rapidly returned. In time, it is hoped
to have a complete file of information on all
contractors.

Under the terms of the Contractor's License
Act, another bill that received legislative and
executive approval, a contractor is defined as
one who furnishes and installs labor and ma-
terial for another, the cost of which exceeds
the sum of two hundred dollars. Therefore,
the Division of Architecture must obtain in-
formation on many kinds of contractors.
Practically all of the work handled by the
Division is by contract, and separate contracts
for most every kind of building construction
are entered into in the course of a year. Gen-
eral contracts, or contracts for a whole
structure, of course, predominate, but minor
contracts for such items as sidewalks, lino-
leum, window shades, water wells and what
not, all come in due course, and contractors
for all such miscellaneous items must also be
both proqualified and licensed.

The licensing of contractors is not a func-
tion of the Department of Public Works but
comes under the Department of Professional
and Vocational Standards, a newly created
Department, authorized by the legislature of
1929.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

29

STATE HIGHWAY PATROL
ORGANIZED

(Continued from page 4.)

No. 17 — San Bernardino and Riverside. Head-
quarters. San Bernardino. Inspector Lyle J. Sanard.

No. 1S> — Orange, Sau Diego and Imperial. Head-
quarters. San Diego. Inspector, F. Vallejo.

CAPTAINS PROMOTED

The reorganization will promote the follow-
ing captains to the rank of district ins'pector :
F. J. Duncan, Merced County ; Henry Liv-
ingston. ^Monterey County; K. C. Murphy,
Ventura County, and W. E. Snell, Kern
County.

W. P. Greer, inspector in the Fresno dis-
trict, has been assigned to duties as inspector
at Sacramento. Paul Maxim, inspector in
Colusa County, has been reassigned as captain
in Colusa County. Inspector A. J. Ford of
San Francisco has been transferred to Sacra-
mento headciuarters.

PATROL ASSIGNMENTS

The following have been assigned to patrol
duty without decrease in their present rate
of pay :

H. E. Blackwell, district inspector at
Fresno ; E. J. Bradley, inspector at Long
Beach ; A. B. Crane, inspector at Los Angeles ;
Dave Curson, inspector in Colusa County ;
jMervin Holden, district inspector in Santa
Barbara County, R. H. Emmett, inspector in
Los Angeles, G. W. Griffin, inspector at Sa-
linas and F. J. Bly, inspector at Red Bluff.

SALARY AND EQUIPMENT

All salaries of the officers are now being
paid directly by the state instead of from
motor vehicle registration funds apportioned
to the various counties.

Automobiles of a modest but serviceable
type have been purchased for officers engaged
in night patrol duty. Equipment will be fur-
nished by the state.

Payment of all salaries by the state has
numerous advantages. Under the old plan,
counties with a small registration of vehicles
could not atford to employ traffic officers, in
spite of the fact that traffic was heavy in
many such counties in the summer. Under
the new plan the state will be able to send
men to these counties when they are needed
to handle traffic.

Indeed, the new plan is very elastic, per-
mitting the transfer of men from one location
to another as the needs of the time may de-
mand.

The new schedule of salaries was worked
out as a means of creating a standard wage

scale for all membcr.s oL' the patrol. Hitherto
it was left to each county to fix the salaries,
and the range was from $150 to $500 a month.
The new scale will wipe out the dissatisfac-
tion that existed over these inequalities. It
is based on the scale adopted by San Fran-
cisco and Los Angeles.

The scale of monthly salaries is as foUoATO:
District inspectors, $255 to $285 ; captains,
$225 to $250 ; patrolmen, $175 to $225.

OBJECTIVES OP ORGANIZATION

Every effort is being put forth to weld the
new organization into a compact, energetic,
highly-trained and fast-moving force of offi-
cers, each imbued with a sense of the responsi-
bility of his job and with the necessity of
maintaining the dignity and honor of the
patrol.

Although the organization will not be mili-
tary in character, the strictest discipline will
be maintained, and the personal conduct of
the officers, on and off duty, will be scrutin-
ized carefulh^

Strict obedience to the orders of superiors
will be demanded at all times. Insubordina-
tion of any kind will be cause for dismissal
from the patrol.

Uniformity of dress and neatness in appear-
ance M'ill be expected of every patrol mem-
ber. This is being accomplished by the adop-
tion of standard specifications for uniforms,
in which every detail down to a buttonhole is
described.

Officers are expected to maintain a digni-
fied demeanor at all times while on duty. To
this end smoking while on duty is prohibited.
Nothing looks worse than to see a man in
uniform trying to direct traffic with a cigar-
ette or cigar in his mouth.

Uniforms must be kept neat, pressed and
clean. Coats, if worn, must be kept buttoned.

Some of these regulations may seem arbi-
trary, but they go far toward impressing the
public with the dignity and authority of the
patrol and they impress the officer with a
sense of discipline.

Plans are developing to require every officer
to carry a first aid kit and to acquaint him-
self with first aid methods. This may enable
the officer not only to save his own life upon
occasion, but the lives of others involved in
mishaps along the highways.

It is felt that the division of the state into
traffic districts will assist in the task of weld-
ing the patrol into a compact body. The ar-
rangement will bring the patrolmen into
closer contact with their superior officers and
bridge the gap between the motorcycle man
and the central office.

30

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

INTERRELATION OF AIRWAY
AND HIGHWAY TRANS-
PORTATION

(Continued from page 6.)

iiiaxiinum that can be taken out of a business
(lay. Such an arrangement leaves the air
traveler four business hours, or half a day, in
return for the extra charge made for airplane
passage. It is therefore essential that facil-
ities in such cases provide for night flying so
that not more tlian one-half of the business
(lay will be consumed in the air.

The persoual eiuergene.v si'o'iP. of course, have no
uniform necessity. From the records of one leading
operator it appears that more of this group charter
special planes than travel on regularly scheduled
operations.

Close observation of recent airplane development
leads to the conclusion that the airplane may do on the
long haul what the automobile has accomplished
within the short haul range. Previously to the advent
of the motor vehicle cities as we know them today
were economically impossible. The speed and mobility
of the automobile has extended metropolitan influences
over a much broader range. The result has been that
socially and economically city and county have merged.
They retain separate itlentities only in political form
and the present tendency is to eliminate the duplica-
tion of administrative effort by combining city and
county governments.

It is entirely possible that the airplane, coming
into general use, will extend this community interest
over areas composed of whole states or parts of
several states. Airplane passenger travel may bring
points two hundred miles distant as close to city
hall as are the present outskirts of any large city,
provided airport facilities and highways to the busi-
ness center are adequate. Similarly, by annihilating
distance, airplane carriers may draw the great cities
of the nation together.

Express is the third class of commodity opene(I to
American airway transportation. While the volume
of this type of service has not yet reached large pro-
portions, it may eventually become a very important
function of air transportation.

Starting in 1920, the development of air))lane trans-
portation has been very rapid, until in 1029 there are
approximately 30,000 miles of airways of which
11.000 miles are lighted for night flying.

There are establish(>d at this time in the United
States in excess of 425 municipal airports, 415 pri-
vately owned airports and 700 auxiliary airports. At
the present time there are about 500 planes carrying
mail in the United States. Fort.v-six air transport
companies are flying 85,000 miles per day, about
one-third of this mileage being flown during the night.
Approximately 5(X),000 pounds of mail per month are
being carrie<l. Figures on passenger and expi-ess trans-
portation for the entire country are not available.
However, figures on the business of two of the largest
airports on the Pacific coast — the Grand Central
Terminal at Los Angeles and the Oakland Terminal
at Oakland — may be indicative. At the present time
the volume of trafiic per month at the Oakland Term-
inal is approximately 13,.300 pasengcrs and 1500 pack-
ages of express ; at the Grand Central Tenninal the
monthly trafiic is about 5100 passengers and 500
packages of express.

I have very briefly sketched the present scope of

airway transportation. In all classes of such trans-
portation the time between start and end of journey,
including the item consumed in traveling between the
airports and city, is the prime factor.

Were the established airway routes superimposed
on a highway map of the United States it would be
seen that the airways very closely follow the routes
of the main highways. This is only natural when it
is considered that, in overcoming topographical bar-
riers, it is as economical for an airplane to seek the
low summit in crossing a mountain range as it is for
an automobile ; that air transportation business lies
between centers of population as does highway trans-
portation ; that emergency landing fields must be near
a highway in order to function to the best advantage;
that highways properly marked may serve as naviga-
tion aids to the airplane navigator.

Airways are composed of terminal landing fields
or airports, intermediate or emergency landing fields
to be used by planes desiring to land before they have
reached their terminal designation and other naviga-
tion facilities, such as lighting, marking, radio (com-
munication and meteorological service. Under the
present plan the federal government has undertaken
the primary care of the emergency landing fields,
beacons and meteorological service, leaving the matter
of terminal airports to the local authorities and
private corporations.

The principal types of transportation to date have
been waterway, railway, highway, and airway. With
respect to the manner in which they were and are
being developed, they fall into two classes. Water-
way and railway were developed by private corpora-
tions at their own expense, with some federal assist-
ance in the case of the railways and canals. These
two classes provide at their own expense all of their
facilities such as boats, docks, trains, stations, road-
beds, etc. The highways and airways are of a dif-
ferent class. The public furnishes all the facilities
except the v<'hicle in the case of the highway, and the
airship and some of the airport terminals in the case
of the airway. It appears, therefore, that development
of airway transportation is a public matter and re-
quires public or governmental direction and assistance
similar to that extended to highway transportation.

To call attention to some specific air transportation
problems relating to highways : In order for an air-
way transportation route to be justified the total
elapsed time for transporting a commodity from a
point from which the commodity could be shipped by
other means to the ultimate destination must be
shorter or else there must be a financial saving. At
the present time there is no financial saving, there-
fore there must be a time saving. An airplane travels
twice or two and a half times as fast as any other
form of transportation, but there is from thirty
minutes to one hour consumed between the airports
and the ultimate destination. The saving in time
may be accomplished by locating the airport as closely
as possible to the center of population, by constructing
highways between the airports and the centers of
population so designed as to reduce the time of reach-
ing the center of population to a minimum, or a com-
bination of both. There is also the opportunity of
bringing adjacent communities tributary to an airport
terminal by laying out arterial highways leading
between them and the airport, thereby enabling them
to have the advantage of faster transportation, and
permitting the larger communities to be distributing
points for airway commerce.

The constructing of the airports presents problems
very closely related to highway construction, involving
as it does location of the port, grading of the site

CALIFORNIA HIGHWAYS AND PUBIJC WORKS

31

aiul surfaciiif; of the sroiiiid from which the ships
take off and on which thoy alif^ht. The hication of the
port involves many problems common to highway loca-
tion adjacent to large centers of population, such as
property values, elimination of traffic congestion, etc.

With the development of vacation travel by airway,
particularly the weekend travel to mountain lakes and
isolated resorts, the future weekend congestion on
recreational highways leading to resorts may be re-
lieved, although there will be the necessity of provid-
ing suitable landing fields adjacent to such resorts.
Such a development might result in postponing or
even eliminating the necessity for constructing high
type recreational roads leading to such resorts. Trans-
liortation of materials and supplies into these regions
could be handled by means of a very low type of road.

With all the publicity and propaganda that has
been put out favoring aviation, and the efforts of this
country to make the people air-minded and to develop
aviation, to date there has not been any extensive
volume of private flying. At a recent meeting in Los
Angeles of the State Chamber of Commerce, it was
very clearly brought out by one of the speakers that
airplanes are being rapidly manufactured but that
the problem of their use has not been answered, and
the factories are facing a serious overproduction.

Should private flying become popular and a machine
of the flivver type with folding wings which could
be run into one's garage be developed, small landing
fields would be developed and these planes would
have no effect on highway traffic other than to relieve
congestion to a slight extent.

Illustrating the need for emergency landing fields
for planes, there have been several instances in Cali-
fornia where aviators were forced to land on the high-
way, one of these resulting in a wreck involving an
automobile and a plane.

As indicating the trend of increase in flying com-
pared with motoring, it is only necessary to compare
the stage of improvement of the airplane at the close
of the war and the number of private individuals using
planes eleven years after the war with the progress
and the increase in the volume of motoring during
the same period.

The volume of traffic developed to date by airway
transportation is not sufficient to make a very satis-
factory determination of its effect on congestion of the
highways leading to and from airports. There is
nothing to indicate at this time that air transportation
will not be a high-class transportation, supplemental
to and with practically no effect upon the volume
of highway transportation.

LABORATORY-ING CALIFORNIA'S
HIGHWAYS

(Continued from page 21.)

(c) Determination of percentage of bitumen in

sample.

(d) Determination of solubility of asphalt. State

purpose.

(e) Determination of loss at 325°. What value,

why made?

(f) Determination of penetration. Give weight,

time, and temperature.

(g) Determination of percentage of A. C. in

asphaltic oils.

(h) Determination of proper per cent of A. C.
and oil from screen analysis.

(i) Determination of oil stain test.

(j) Determination of specific gravity of com-
pressed samples.

(k) Determination of specific gravity A. C. and
oils.

(1) Determination of fiash and fire points.

(m) Determination of stability by Hubbard and
Skidmore methods.

CALIfORNIA HIGHWAYS AND PUBLIC WORKS

Official journal of the Division of Highways of the
Department of I'ublic Works, State of California;
published for the information of the members of the
department and the citizens of California.

Editors of newspapers and others are privileged to
use matter contained herein. Cuts will be gladly loaned
upon request.

B. B. Mbkk --Director

George C. Mansfield — Editor

Address communications to California Highways and
Public Works, P. O. Box 1103, Sacramento, California.

Vol. 7

DECEMBER, 1929

Nov. 12

VIRGINIA — A booklet with the title, "Roads Are
White Pages of History," designed as a key to in-
scriptions on Virginia highway historical markers, is
being distributed by the State Commission on Conser-
vation and Development, Richmond, of which William
E. Carson is chairman and Elmer O. Fippin is execu-
tive secretary and treasurer.

The man who deals in sunshine
Is the man who gets the crowds.

He does a lot more business

Than the one who peddles clouds.

- — Schenectady Rotary Bulletin.

No mere man can ever understand why a woman
will pay five dollars for a pair of stockings that give
the impression that she isn't wearing stockings. —
Arkansas Gazette.

(n) Determination of water in oil.

(o) Describe eciuipment used and its operation.

(4) Steel — Castings — Timber — Expansion Joints.

Describe tests made and methods of sampling and
testing:

(a) Phosphor bronze

(b) Cast steel

(c) Reinforcing steel

(d) Structural steel

(e) Culvert steel

(f) Asphalt dipping metal culverts

(g) Drain tile

(h) Timber (redwood, Douglas fir, pine — creo-

soted )
( i ) Expansion joint material
( j ) Equipment used and its operation.
How can inspected steel be identified in the field?
What is meant by yield or elastic limit of steel?

Ultimate strength?
If a reinforcing bar fails on the bend test, what

does it indicate?

(5) Chemical.

Describe :

(a) Analyses made of concrete mixmg water and

state why made,
(ta) What constituents of highly mineralized

water are likely to prove detrimental when

used for mixing concrete?

(c) Method of analyzing water for domestic use.

Wliat care should be taken in sampling, and
what quantity for analysis?

(d) Method of sampling metal culverts and size

of samples.

(e) Method of analyzing steel, bronze, culvert

material.

(f) How is soil sampled for alkali analysis and

how is analysis made?

(g) What are the alkalis?

(h) How should paint be sampled when m (1)
five gallon packages; (2) barrels?

(i) Describe method of analyzing paints.

(j) What chemical analyses are made of asphal-
tic (1) cements, (2) emulsions, (3) cut-
backs?

32

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

A TYPICAL CASE OF HIGHWAY
DEVELOPMENT

(Continued from page 9.)

could be safely utilized, and a determined demand for
the alleviation of the dust menace were all prominent
features. The comparatively heavy traffic, however,
did not tax the capacity of the road so much as the
narrow ro.-ulway and the continuous heavy traffic taxed
the ability of motoi-ists to stay on the road and safely
make the speed desired. Suppression of the dust
menace became a problem for discussion and experi-
ment ; the maintenance of the graveled surface became
a burdensome expense under the fast traffic ; and as
the density and speed of traffic increased, accidents
increased in a growing ratio. In fact, the road was
rapidly outgrown, and in 1923 the decision was reached
to reconstruct the fifty-mile section from the eYitrance
to the mountains, ten miles north of Redding, to
Dunsmuir.

One of the lessons learned was that motorists do
not appreciate the difference between valley and
mountain construction, but demand a high speed road
in all sections, particularly on main routes. As the
new construction was through that portion of the
canyon route where the heavier grades and sharper
curves were located, and where traflac was slowed up
to the greatest extent, it was, of course, desirable to
eliminate as much of the heavy curvature as possible.

It was planned to build the new highway years into
the future, ahead of existing demands suflSciently to
insure permanence. Initial plans drawn up were for
alignment surpassing in excellence any previous
mountain construction on this route. The width was
planned for an ultimate twenty-four-foot roadway to
be rock surfaced at the time of reconstruction and
paved at a later date, when traffic increases de-
manded it.

The new location was carefully studied with relation
to the new requirements, keeping in mind the use of
the original work to as great an extent as practicable.
It was found possible to use the old road extensively,
but at several locations it was found economical or
desirable to discard portions and place the alignment
on an entirely new location.

These major changes were all quite radical depart-
ures from the old line, and effected very desirable
improvements. Of eleven changes, seven resulted in
material deci-eases in mileage, while all of them re-
sulted in betterments in alignment and grade. On six
of the changes the construction of new bridges was
involved, aggregating a third of a million dollars in
cost, whereby circuitous routes down into low cross-
ings of canyons were eliminated, and most of the sav-
ing in distance was accomplished. These decreases in
mileage, added to the minor savings in distance accu-
mulating through the entire work, aggregate a total
decreiisi' of -l miles over the first construction, and
api>roximately 10 miles over the original county road.
Curvature was reduced to a minimum radius of 300
feet, and in the later projects, where the contour of
the country lent itself more readily to longer radii, to
an even higher standard.

Grades are such that the modern automobile may
maintain a speed of forty miles per hour throughout.
The reduction in the rate of grade is not so material
as the decrease in adverse grade. The cutting down of
summits and the bridging of deep canyons provided
the greater part of the reduction, while the elimination
of numerous small dips and rolls contributed to it.

The driving time between the two cities has been
still further cut, so that now an average driver,

attending strictly to the business of getting over the
road, may make the trip in one and one-half houi's.
Improved alignment, a dustless surface and com-
fortable width take away the worry and fear which
many motorists experience in the mountains, and the
smooth surface provides an exhilaration and relaxa-
tion in place of former uneasiness, mental and
physical.

The dust menace, one of the most disagreeable
features of our early roads, was a detriment to traflSc,
and increased speeds and voliune of traflSc made the
problem of its elimination both difficult and neces-
sary. Persistent effort has had its reward, and
present day roads of high type are as free from
dust as a city street.

The reconstruction has a present width of twenty-
six feet, upon which has been placed a twenty-foot
course of crushed stone varying in thickness from six
to eight inches. This crushed stone surface has been
oil treated with heavy asphaltic oil, and the dust
menace entirely eliminated. While this surface is
adequate for present needs, it is. of course, a state
of the ultimate improvement, as future increases in
the volume of traffic and the greater economy in main-
tenance will bring about the construction of concrete
pavement or other hard surface in time.

F(U' the present legal speed of forty miles per hour,
the reconstruction is amply safe, but pi'obable future
removal of the speed limit will doubtless bring with
it a demand for further improvements in alignment,
for the motorist of today demands a road equal to the
speed capacity of his car. The past decade has seen
an increase through this section from a sinnmer peak
of eight hundred cars to one of eighteen hundred
daily, and traffic counts have indicated a yearly rate
of increase which will double the volume of today in
a period of ten years. The character of the traffic
has shown a decided trend from light cars to a con-
spicuous percentage of heavy fast passenger buses and
commercial trucks, adding to the burden of main-
tenance.

The first construction I'equired eight years for its
accomplishment, and was outgrown within ten years of
its inception. Calculations of the earnings of this
construction in operating costs and time saved show
that the money was well spent and that the investment
may be charged ofl; as returned to the public with
interest.

The reconstruction has required five years for com-
pletion, and at the present is capable of handling
several times the traffic which passes over it. Sav-
ings have been effected which are not common knowl-
edge to the public, but which justify the expenditure
for the work.

The five-mile decrease in distance alone, with an
average daily traffic of one thousand cars, coujiled with
the saving due to the elimination of maiuten:mce. gives
a comfortable total of $93,000 yearly, which will pay
over one-half of the interest on the investment. The
values ()f the smoothei' dustless surface, the lesser
grade, and straighter alignment are all factors which
tend to reduce operation costs, but which are difficult
to evaluate. However, assuming that these refine-
ments save in mechanical operation the inconsiderable
sum of one cent per mile, the saving in one year will
total $219,000. The value of the saving effected in
time is remarkable, but must be partially based on
assumptions. The saving of one and one-half hours
in driving time and the average daily traffic of one
thousand cars are definitely known. It may be
reasonably assumed : first, that the average earning
power of an individual is $5 per day, which would
mean in this case a saving of $0.94 to each person
passing over the road ; second, that each machine,

(Continued on page 34.)

CALIFORNIA IIIOHWAYS AND PUBLIC WORKS

33

THE SAN GABRIEL DAM REPORT

(Continued from page 15.)

side, conditions are favorable to slumping of masses,
such as the body of broken rock included in the recent
"slide" at the northerly side of the west abutment
excavation.

The test shafts, tunnels and boi'ings so far made
give little hoi)e that the conditions described above
will materially improve with continued excavation.
These explorations indicate that no suitable foundation
rock for a high masonry dam is available under por-
tions of the west abutment to distances of at least 190
feet horizontally and 150 feet vertically beyond the
present excavation lines.

E<ist Ahutmcnt.

At the present time, the face of the east abutment
excavation has the appearance of being less broken
and more substantial than the west side. In excavat-
ing into this wall the rock has separated, leaving a
face determined by a set of well-defined smoothed sur-
faces, nearly parallel to the natural slope at this side.

This coincidence of position of a plane of separation
with the average slope of the canyon side is to an
extent deceptive, for it gives less favorable opportunity
to see the actual physical condition of the abutment
rock than at the west side. In the top portions of
the excavation, however, the same intricate combina-
tion of faulting and crushing appears as in the west
side. There is reason therefore to anticipate that
greater depth of excavation may show a similar degree
of instability at other levels in this abutment.

While the present excavations and exploration tun-
nels in the east abutment give promise of more satis-
factory foundations than are available in the west
abutment, neither the tunnels nor the borings on this
side extend far enough to definitely settle this point.
Furthermore, even the best rears of rock in this abut-
ment are sufiiciently intersected by planes of weakness
and joints, some of which contain soft material, to
throw doubt on its suitability for a dam of the height
proposed.

Canyon Bottom.

The bedrock in the floor of the canyon, as shown by
the drill cores, and by the shafts now being put down,
is of the same types of rocks as the canyon walls. In
poi'tions of many of the drill holes only a small per-
centage of core, or even no core, was recovered on
account of the poor condition of the rock, and both
fault-breccia and day gouge are found in some of the
cores.

The inference to be drawn from all available data
that the foundation rock in the canyon bottom is more
or less broken and is traversed bj' fault lines to an
extent comparable to what is seen in the canyon side-
walls and abutment excavations. There is good reason
to believe that strongly developed lines of break i*un
lengthwise as well as across the canyon floor. Weather-
ing and oxidization are not so general at this lower
level, although these effects in certain places reach as
deep as explorations have gone.

FOXJNDATIOX STRESSES

The curvature of the proposed dam is slight, and no
portion of the waterload has been assumed to be
carried by arch action. The dam has therefore been
designed as a gravity section, making proper allow-
ances for the curvature in plan. The maximum com-
pression in the concrete as calculated for a dam 492.5
feet high is 41.7 tons per square foot. This maximum
compression occurs at or near the downstream toe of

the dam with the resei-voir full. With the reservoir
empty a maximum compression of 31.2 tons per square
foot is found to occur at or near the upstream heel of
the dam. A comjiressive stress of 40 tons per square
foot is generally accepted as safe practice for struc-
tures of this type, and with slight modification of the
section, the stresses could in this case be reduced to
40 tons per square foot.

The calculated stresses are based upon the assump-
tion that the resistance of the foundation i-ock is uni-
form at all points, and that every square foot of the
foundation rock cari-ies its proportion of the load. If
substantial areas of the foundation rock are weakened
by fault zones or other defects, such areas are rendered
ineffective in supporting the structure and the more
unyielding areas of the foundation rock will receive
more than their proportion of the load. This result is
due to the rigid nature of a concrete gravity dam,
w^hieh will not yield sufiiciently without rupture to
imiwse its load upon the weakened and more yielding
areas of the rock foundation. Where such conditions
exist, the stresses in the concrete will be very materi-
ally increased, and might result in the failure of the
dam.

The fundamental re<iuirement for a high concrete
gravity dam is that it be built on firm sound rock, of
uniform compressibility. This condition does not exist
at the San Gabriel site,

CONCLUSION
It is the unanimous opinion of this board that the
foundation conditions are such that the dam proposed
in Application No, D-175 can not be constructed with-
out creating a menace to life and property,

SrPPLEMEXTARY SUGGESTION

Site Suitahle for Ei'ustic Type of Dam.

While the primary purpose of this report as covered
in the preceding pages is to advise on the safety of
San Gabriel Dam, as proposed in the plans submitted
by the Los Angeles County Flood Control District, the
board, in its investigations, has come to the conclusion
that the foundations and other conditions are suitable
for a properly built flexible type dam of conservative
proportions. Such a type would not only conform to
foundation conditions, but would also provide a struc-
ture which can best withstand earthquake shock or
earth movement.

The board is of the opinion that a combination
earth and rock fill dam, placed by the hydraulic
method with concrete core wall, can be safely con-
structed at the site under consideration. The location
of the reservoir site above a thickly settled and highly
improved valley necessitates unusual precautions in
the design of the dam, such as limited height, adequate
cut-oft', large freeboard, flat slopes, and an ample
downstream toe blanket. It calls for a spillway of
generous capacity, designed for maximum flood occur-
rence. Unless conditions as now disclosed are found
to be materially dift"erent upon further exploration, the
board believes a safe dam of this general type can be
constructed at this site. Such a dam should be of
sufficient width up and down stream to provide a per-
colation distance (length of water travel) along the
base of the dam, equal to at least eight times the maxi-
mum depth of water against the dam. In addition
to these conservative proportions, the dam should be
provided with a reinforced concrete core wall, extend-
ing a proper distance into the bedrock at all points, in
order to increase percolation resistanc*e. Sluiced
material should also extend to bedrock in an open cut
on the two sides of the core wall, the material imme-
diately upstream from the concrete wall constituting

34

CATAFORXIA HIGHWAYS A^W PUBLIC WORKS

the imporvious core, the niMterial immediately beh)W
the core wall to consist of saud ouly. Such construc-
tion would prevent the travel of water in dangerous
amounts either around or under the dam. and would
provide a safe structure even though the concrete core
wall were breached. The surface of the abutments
above the crest of the dam should be brought to slopes
that will prevent slides. jNIaterials excavated to date
from the abutments can be utilized in the earth and
rock fill type of dam suggested above.
Kespectfully submitted.

Charles P. Berkey,

Consulting Geologist ; Pro-
fessor of Geology, Columbia
University, New York.

G. A. Elliott,

Chief Engineer and General
Manager, Spring Valley
Water Co., San Francisco,
Cal.

M. C. HiNDERLIDER,

State Engineer of Colorado,
Denver, Colo.
George D. Loxjderback,

Consulting Geologist ; Pro-
fessor of Geology, University
of California, Berkeley, Cal.

J. L. Savage,

Chief Designing Engineer,
United States Bureau of
Reclamation.

Ira a. Williams,

Consulting Geologist, Port-
land, Oregon.

NEBRASKA — It is estimated that it will require
28,000 freight cars in Nebraska to move the material
necessary in the season's road construction program.

NEW YORK— This state had 2,115,178 motor
vehicles, about 7 per cent of all the cars in the world,
in 1928. There were 1,830,908 operators and 757,118
chauiYeurs licensed. Owners of automobiles paid
$34,884,540.50 in fees to the state during the year.

COLORADO — Motorists along the main traveled
highways will soon be able to locate historic and
scenic attractions by signs. The Colorado State High-
way Department and the Motor Club of Colorado
assisted by counties and civic and commercial organi-
zations will furnish the signs and see to their place-
ment.

"Can we play at keeping store in here, mamma?"
"Yes, but I have a headache, so if you do you must

be very, very quiet."

"Oh, all right, mamma, we'll pretend we don't

advertise."

Isn't it strange that princes and kings and clowns that

caper in sawdust I'ings,
And common people like you and me, are builders of

eternity?
To each is given a bag of tools, a shapeless mass and

a book of rules,
And each must make, ere life has flown,
A stumbling block or a stepping stone.

— Author Unknown

A TYPICAL CASE OF HIGHWAY
DEVELOPMENT

(Continued from page 32.)

including passenger buses and trucks, averages three
occupants ; and third, that one individual out of every
five is engaged in productive business, the other four
being occupied with affairs of no value to anyone.
On these assumptions, the saving approximates
$206,000 yearly. These figures seem incredible at
first thought, but there is little doubt that the saving
in time and in operating costs on our improved high-
ways is well nigh incalculable.

For the present, we have a highway which fulfills
all of our needs and gives promise of handling future
needs unless unprecedented demands are placed upon
it. It is a typical case of the improvement accom-
plished all over the state during the past nineteen years,
which in this instance has changed a mountain trail
to a modern high class road ; has cut the time of
communication between the two cities at the extremes
from a day's trip to a couple of hours ; has changed
a trip requiring physical endurance and stamina to
one of relaxation and pleasure ; has made a section of
mountains and summer playgrounds easily accessible
to the people of the state ; has reduced the cost of
operation manyfold ; and which has served to stimu-
late the growth of the entire section.

In order to show a comparison of the various factors
of interest in this development, the following table
has been compiled :

First
Original highwaj^ Present
county eon- con-

road struction struction

Date discontinued 1922 1929 In use

Minimum curvature__25-ft. Rad 50-ft. Rad 300-ft. Rad

Minimum width 10 ft. 16 ft. 26 ft.

Road surface Earth Gravel Oil surface

Distance lilt miles 64 miles 59 miles

Average time _8 hours 3 hours 1 J hours

Average speed 8 m.p.h 20 m.p.h 40 m.p.h

Av. summer traffic 50 800 1800

"That is a skyscraper," announced the guide.
Old Lady : "Oh, my ! I'd love to see it work."

"Pappa vat is science?"

"My, how could you be so stupid ! Science is dose
tings vat say 'No smoking.' "

"Feed a cold and starve a fever," say the doctors.
What we would like to know is why every girl we take
out has a cold instead of a fever. — London Oi)inion.

Hal — "Women's clothes weren't much of a problem
in the Garden of Eden."

Doc — "No, all you had to do was love 'em and
leaf 'em !"

" 'You's a liah,'

" 'Say dat again, and I'll bust yore jaw.'

" 'Consider it said again.'

" 'Consider yore jaw busted.' "

Gwen — "So, when you went driving with Reggie
you had to walk home? I didn't think that of
Reggie."

Jen — "Oh, Reggie walked with me. The roadster
really did run out of gas." — The Garageman.

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

35

ALPINE COUNTY

The highway between MarklecA-ille and Woodfords
is being wideued and surfaced. The Camino Construc-
tion Company is doing the widening. State forces are
doing the surfacing.

AMADOR COUNTY

J. P. Holland's contract for grading 2.7 miles
between Dry Town and Amador City, a portion of
the Mother Lode Highway in Amador County, is com-
plete. A contract has been awarded to Hemstreet &
Bell for rock surfacing this job. This work is under
way.

The Mother Lode Highway between Plymouth and
Cosuranes River has been reconstructed practically
throughout. J. P. Holland has completed the contract
on the final portion.

CALAVERAS COUNTY

The grading job between Mokelumne Hill and San
Andreas has just been completed by the Gabler Con-
struction Company. This contract is on the Mother
Lode Highway and eliminates the worst section of the
road between the above towns. Bids were opened
September 30th for surfacing this stretch with gravel.
The Adams Co. were low bidders on this job.

COLUSA COUNTY

J. E. Johnston has a contract for placing bituminous
macadam surfacing on existing pavement and con-
structing rock borders on each side of the existing
pavement between Genevra (Berlin) and a point 2.6
miles northerly. Work will not be started until
spring.

C. R. Merrill of Willows was awarded a contract
for widening the roadbed between Colusa and Merid-
ian. The work consists of widening the present nar-
row roadbed to a uniform width of 26 feet throughout.
Work is under waj^ and it is hoped to have it com-
pleted before winter rains set in. The financing of the
project is from the State Highway Maintenance Fund.

DEL NORTE COUNTY

The Holdener Construction Company have com-
pleted their contract for oil surfacing 35 miles of the
Redwood Highway from the new Hiouchi Bridge over
Smith River to the Oregon line, and have also com-
pleted their contract for producing and stockpiling
crushed rock for light bituminous surface work over
the 22 miles of the Roosevelt Highway in Del Norte
County between Crescent City and the Oregon line.

The bituminous surface was placed hy state forces
and was completed about the middle of October.

The Holdener Construction ('ompany also have a
contract for stocki)iling crushed rock screenings over
the 35 miles of the Redwood Highway between the
Hiouchi Bridge over Smith River and the Oregon line.
The work is well under way and is approximately 25
per cent complete.

The Webber Construction Company have completed
their contract for constructing a concrete girder bridge
over Hardscrabble Creek, approximately 6.7 miles east
of the Hiouchi Bridge over Smith River.

J. C. Compton of McMinnville, Oregon, has com-
pleted the placing of bituminous macadam surfacing
over 4 miles of the Redwood Highway, a point 5 mUes
east of Crescent City and the new Hiouchi Bridge over
Smith River.

Drainage work over the same 4 miles is being
accomplished by Smith Bros, who have the contract
for placing perforated metal pipe underdrains. The
woi-k is approximately 25 per cent complete.

J. E. Johnston has just recently completed his two
contracts in Del Norte County for grading and surfac-
ing aijproximately lOA miles of the Redwood Highway
between the southerly Del Norte County line and Wil-
son Creek.

The Webber Construction Company have completed
their contract for reinforcing 2 miles of the highway
with crushed rock surfacing between the head of Rich-
ardson Creek and Klamath River.

EL DORADO COUNTY

Grading of 5.1 miles of the Lincoln Highway along
the south shore of Lake Tahoe (May's Station to the
Nevada state line) has been completed. The road, as
constructed, is 36 feet wide with no sharp curves nor
steep grades.

From Folsom to Placerville, construction of oil
treated rock borders is nearing completion. The
improvement is designed to correct the present narrow
pavement and extremely sharp curves by placing 3-
foot oil mixed rock borders which will provide a paved
IS-foot traveled way, and will render this portion more
capable of traffic demands to which this route is sub-
ject. Further improvement is being made by super-
elevating curves with oil treated material and con-
structing additi( iial width on the inside of curves to
flatten alignment where possible. This contract was
awarded to W. H. Larson and is financed from the
State Highway Maintenance Fund. All work will be
completed by December 1.

Between Riverton and Kyburz, on Route 11, the
grading of 5.75 miles is in progress. As a forest
highway, this is a cooperative project to which $140,-
000 was subscribed as the state's share. This contract
was awarded to G. E. Finnell and is under the super-
vision of federal engineers.

Between one mile north of Eagle Falls and three
miles south of Meeks Bay, state forces are improving
drainage conditions and placing disintegrated granite
surfacing. The work is well under way and will be
completed soon.

30

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

riiMiistrc.'t & Bell are wurkins ou a contract for
sui-facins \vith untreated crushed snivel that portion
of the Mother Lode highway between Lostown and
al>out 4 miles southerly. The work is being financed
from the State Highway Maintenance Fund.

Nate Lovelace is working on his contract for grad-
ing between Bay View Rest and Eagle Falls. Progress
is slow. If weather permits, the contractor will carry
on his work through the Avinter.

HUMBOLDT COUNTY

The Webber Construction Company have the con-
tract for producing and stockpiling bituminous
macadam rock along the Redwood Highway for a 20-
foot by 2-inch bituminous macadam between a point
one mile south of Orick and the northerly Humboldt
County line. It is intended that this rock shall be
stockpiled during the winter in order that the Heafey-
Moore Company, who have the contract for placing
the bituminous macadam, may proceed with their con-
tract as soon as weather permits next summer.

The Engelhart Paving and Construction Company
have completed their contract for placing additional
surfacing and stockpiling rock for bituminous macadam
pavement on approximately 3.3 miles of the Redwood
Highway between Big Lagoon and Orick. It is
exi>ected to let the contract for the placing of the
macadam as soon as weather conditions permit next
spring.

Kern & Kibbe have completed their contract for
placing additional crushed rock surfacing of 4.3 miles
of the Redwood Highway from Trinidad southerly to
little River and for stockpiling rock for bituminous
macadam pavement over the same distance.

Heafey-Moore Company who have the contract for
placing a 2-inch by 20'-foot bituminous macadam pave-
ment for the 10.7 miles between Mill Creek and Trini-
dad have completed that portion between Mill Creek
and Little River, a distance of 6.4 miles.

The reconstruction of the highway between Mad
River and Mill Creek, 0.9 mile, by Ellison & Smith,
contractors, has been completed and the road is open
to traffic.

Contractors Kennedy & Bayles have completed the
grading and about 95 per cent of the surfacing for
their contract of constructing the Redwood Highway
between xVrcata and Mad River.

The Butte Construction Company have completed
the contract for the construction of the new bridge
over Mad River and the new bridge and highway at
this point are now in use by the ti-aveling public.

It is expected that the construction of the overhead
crossing of the highway over the Northwestern Pacific
Railroad and the Ai-cata and Mad River Railroad,
approximately one mile north of Areata, will be com-
pleted (luring December, and that the new road be-
tween Areata and Mad River will be open to traffic
before the first of the year.

The grading of the new highway between Loleta and
a point ai)proxinuitely 7i miles south of Eureka, a
distance of 7.3 miles has been completed by E. C.
(Joats of Sacramento. It is expected that a contract
for surfacing this road will be let as early next spring
as weather will permit.

E. C. Coats has also been awarded the contract for
grading and surfacing a 2S-foot standard roadway on
that portion of the Redwood Highway between Fish
Creek Grove and Stephens Grove, a distance of 3.2
miles.

The contractor is clearing, placing culverts and com-

pleting all excavation possible before heavy winter
rains stop his operations.

The work is apin-oximately 5 per cent complete.

Bids were received on November 13 for the grading
of a 28-foot standard roadway and surfacing with 8
inches by 20 feet of crushed rock surfacing, that por-
tion of the Redwood Highway from Garberville, 1.2
miles northerly to Bluft' Ci'eek.

II. H. Boomer was the low bidder and it is expected
that work will start on this section within the next
month.

The Engelhart Paving and Construction Company
were awarded the contract for producing and placing
4 inches of additional crushed rock surfacing over the
liighway between Dean Creek and Fish Creek, a dis-
tance of 7.3 miles. The contractor has not yet started
the placing of the material.

INYO COUNTY

From the southerly boundary of Inyo County to
Little Lake, a distance of approximately 9.8 miles,
Fred W. Nighbert is the contractor and February 10,
1930, should see the completion of this project within
the allotted time limit. B. M. Gallagher is resident
engineer.

From Little Lake to Coso Junction, a distance of
approximately 3.7 miles, Fred W. Nighbert was also
the successful bidder on the project adjoining his
present contract. This project will be completetl early
in April, 1930, B. M. Gallagher being resident
engineer.

From Coso Junction to Olancha, a distance of
approximately 21.3 miles, the contract was recently
awarded to the Allied Contractors, with the date of
completion being set late in September, 1930. It is
planned that S. C. Risley will be resident engineer on
this project, and will likely be under way at an early
date.

Standard culvert headwall posts are being placed
throughout District IX, under the supervision of
Frank Hagen.

It is planned to place Niterday signs on the paved
portions of District IX, and it is expected that the
Automobile Club of Southern California Avill start
placing these at once.

Work will start in a few days widening the road
north of Independence, and the work will be done by
day labor forces, under the direction of Paul Peak,
foreman.

Work has just been completed south of Lone Pine
for the oiling of 10 miles of shoulders, under the
direction of Carl Cleland, foreman.

KERN COUNTY

Plans have been completed for the continuation of
the grading of a standard 36-foot roadbed and placing
thereon 20 feet of oil-treated surfacing, from the end
of the present improvement at Cinco to 7 miles north
of Ricardo, a distance of approximately 16 miles. This
project will likely be advertised soon, and will close
the gap between Mojave and Sherwin Hill Summit,
which is approximately 20 miles north of Bishop,
which will mean, when completed, a continuous pave-
ment of nearly 200 miles.

From 7 miles north of Ricardo to Coso Junction,
there are at this time, five contracts under way, all of
which provide for the construction of a standard 36-
foot graded roadbed and the placing of an oil-treated

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

37

surface 20 feet wide. The lirst of these eontrucls,
exteiuliiif; to Freeman, a distance of approximately
10.2 miles, is under eontraet to G. W. Ellis Company,
and will be completed early in February, 1030, and
is under the direction of V. E. Pearson, resident
engineer.

From Freeman to the nortliei'l.v boundary of Kern
County. ;i distanc(> of approximately 13.9 miles. Bart-
lett & ^lathews. Black & Hasey, are the contractors.
"While the completion date has been set for February,
1030. it is believed tliat a (tO-day extension of time
will be necessary to complete this pro.iect. which is
under the direction of V. E. Pearson, resident engineer.

"Work is progressing rapidl.y for tlie placing of oil
road mix shoulders between the cit.v limits of ^lojave
and Cinco. a distance of IS miles. Tliis work is under
the direction of Carl Cleland.

The work of placing surfacing and oil mixing certain
portions of the road between Mojave and Kramer is
under way and will be complett d in the next few days.
This work is under the direction of Ed Monroe and
Carl Cleland.

MENDOCINO COUNTY

LAKE COUNTY

The grading of the Ukiah-Taboe road between Clear
Lake Oaks and Sweet Hollow Summit has been com-
pleted by convict labor forces. From the summit to
Abbott Mine the 20-foot graded roadbed is being
widened to 24 feet.

Hemstreet & Bell have completed a contract for
placing 20-foot crushed rock and oil-mix surface from
High Valley Creek to Abbott Mine, about 1.5.6 miles.

Construction of a graded road, surfaced with crushed
gravel or stone is under way between Lucerne and
Clear Lake Oaks. The work is being performed under
contract by von der Hellen, Pierson and Logan. This
project will probably be complete by the first of the
year. The completion, how^ever, is contingent on
weather conditions.

LOS ANGELES COUNTY

The contract for a line change immediately north
of the Newhall tunnel has been awarded to McCray
Co. Construction is started on this work. It is
expected that this contract will be completed about
next .June.

Work on paving crescent shaped areas on the Ridge
Route with bituminous macadam has been completed
by Gibbons & Reed, conti-actors. These areas were
left unpaved when alignment on this route was
straightened by the state day labor forces. Emulsified
asphalt was used in this work.

The work of grading the Xewhall alternate line be-
tween Tunnel Station and the Santa Clara River is
rapidly nearing completion. LaTourneau & Lind-
berg are the contractors. It consists of grading a 46-
foot roadbed, 8.6 miles long, and eliminates from this
route the Newhall tininel and several dangerous curves
in the vicinity of Newhall and Saugus. It is expected
this work wUl be completed about December 1st.

Immediately after the completion of this grading
work, a contract is to be let for paving with Portland
cement concrete, 80 feet wide.

The first conti-act on the La Canada-Mt. Wilson
Highway for grading 2.6 miles of 40-foot roadbed was
awai-ded to H. W. Rohl Company on August 14th.
Good progress is now being made.

State forces are widening and straightening the
ro;idway between the sidehill viaduct about 4 miles
north of L:ine's Redwood Flat and Red Mountain
Creek. The road is being graded to a 24-foot stand-
ard width and surfacing with 8 inches of crushed
rock surfacing.

Contractors Hemstreet & Bell have been awarded the
contract for placing 4 inches of crushed rock surfacing
on portions of the Redwood Highway between a point
2 miles south of Arnold and the Sherwood-Lay ton ville
Road. The placing of the surfacing has not yet started.

MONO COUNTY

In the vicinity of Hilton Creek, D. C. Follis has
recently completed 1.60 miles of state highway, which
has been graded to a standard 24-foot roadway.

Between McGee Creek and Convict Creek, approxi-
mately 3 miles of standard 24-foot grade has been
constructed, and a 20-foot crushed rock surface placed
thereon by Montfort & Armstrong. W. Mathews was
resident engineer on both these projects.

Between Mattly Ranch and Leevining, C. S. Miles
is the contractor for the construction of 2.20 miles of
grading a standard 24-foot roadway, to be followed
with a 20-foot oil-treated surface. The mixing on
this project is practically completed. A crusher-run
base is approximately 95 per cent complete. The
Armour top surface will very likely not be placed this
year, owing to the inclement weather conditions which
now prevail in this area. S. C. Risley is resident
engineer on this project.

Surveys have been completetl between Bridgeport
and near Coleville by locating engineer, W. S. Dilliver.
Plans will be prepared on the latter section in 1030.

Work is ready to start on the removal of blind and
sharp curves on Sherwin Hill. These curves after
widening will make the road much safer and high
speed.

MONTEREY COUNTY

On the Coast Highway between Chualar and Salinas
rapid progress is being made on the i-econstruction
work. The roadbed is being widened to 36 feet and a
20-foot asphaltic concrete second story pavement is
being placed. The Peninsula Paving Company is the
contractor. Within the limits of this project at
Spence there is a change of line and an underpass of
the Southern Pacific tracks. The underpass and
approach is under supervision of the Bridge Depart-
ment, and Triberti-Massaro are the contractors.

A change of line is being made at San Ardo to
accommodate a new bridge aci'oss the Salinas River.
The bridge, under the supervision of the Bridge De-
partment, is being constructed by Ben C. Gerwick, con-
tractor. The change of line and approaches to the
bridge, 1.5 miles in length, involve grading a 36-foot
roadbed and placing a 20-foot Portland cement con-
crete pavement. Frederickson & Watson Construction
Company and Frederickson Brothers are the con-
tractors.

Plans are complete for a change of line at the
Bradley crossing of the Salinas River on the Coast
Highway. The Bridge Department are preparing
plans for the structure.

38

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

On that portiou, San Sinu'dn-Carnicl Highway,
being constructod by c-onvit-t labor, a new bridge over
the Little Sur Kiver has been eomiilctod by Lord and
Bishop, contractors.

On the San Siraeon-Carmel Highway a timber bridge
of ten 19-foot spans is being constrncted across Villa
Creek. H. C. Whitty of Sanger is contractor. This is
on the iwrtion of this road being constructed by con-
vict labor from the camp located at Salmon Creek.

On the San Simeon-Carmel Highway construction
work is in progress with convict labor. Two camps
are maintained. At Little Sur a crew of 95 men and
two ix)wer shovels are working and between Villa
Creek and Alder Creek about the same number of men
with three power shovels are working. About 7.3
miles of graded roadway has been completed. Sui-veys
for the location of the road are in progress between the
two camps.

NEVADA COUNTY

The Callahan Construction Company are working
on their contract for grading and surfacing between
Indian Springs and Soda Springs near the summit of
the Colfax-Truckee Road. Travel is maintained
through the construction with little inconvenience. On
account of the many difficulties encountered on this
work, the progress has been slow and it is doubtful
whether this work will be completed this year.

C. B. Adams was awarded the contract for grading
and surfacing 11.7 miles between Nevada City and
Washington Road, and this work is well under way.
This section, consistent with the rest of the Ukiah-
Tahoe Highway, will consist of a 24 foot roadbed. An
oil mixed crushed rock surface, 20 feet wide, is to be
placed by the terms of the contract. The grading is
practically complete and about 4 miles of untreated
surfacing has been placed. On account of weather
conditions, it will be impossible to oil treat the surfac-
ing until warmer weather. Accordingly, this work will
not be complete until some time in June.

NEVADA AND PLACER COUNTIES

Improvement is under way between RosevUle and
one-half mile north of Androa Subway. The work is
being done by J. E. Johnston. Bituminous macadam
surfacing has been placed on the existing pavement
and constructing rock borders is under way.

Between Airport and Indian Springs on Route 37,
9.3 miles of grading is in progress. This project covers
the construction of a 2S-foot roadbed and was awarded
to T. E. Connolly. Construction will continue into
next year.

ORANGE COUNTY

The contract for a line change 0.7 of a mile in
length between Serra and San Juan Capistrano was
awarded to Matich Bros, on August 12th. This work
consists of constructing a 40-foot graded roadbed with
Portland cement concrete pavement, 20 feet by 7
inches. Work is about one-half complete.

A contract for a line change to connect up the
overhead crossing of the Atchison, Topeka and Santa
Fe Railway at IiTine has just been completed. It
consisted of grading 0.7 mile and paving with Portland

cement concrete, 30 feet wide. Steele Finley was the
contractor.

A contract for paving one-half width between Santa
Ana and Anaheim was awarded on June 11th to
Griffith Company. This section is 4.9 miles long.
The paving woi'k is being done in cooperation with
Orange County, the state paying for a strip of pave-
ment 28 feet by 7 inches, and the county paying for
a like amount. The state's portion of this highway is
completed and work has been started on the county's
portion.

SACRAMENTO COUNTY

Larsen Brothers contract for grading and surfacing
between Arno and McConnell on the highway between
Sacramento and Stockton is well under way. This
job will eliminate the dilapidated narrow trestles and
road here.

SAN BENITO COUNTY

Surveys and the preparation of plans are in progress
for bettering the alignment at several places, widen-
ing the roadbed and resurfacing the road between a
point 3^ miles north of Hollister and the Pacheo Pass
Road, a distance of five miles.

SAN DIEGO COUNTY

Work is in progress by the R. E. Hazard Contract-
ing Co. of San Diego on constructing oil rock borders
on portions of the Coast Route between the city limits
of San Diego and Oceanside. It is expected that this
work will be finished shortly after the first of the year.

A contract for grading the Rose Canyon Road
between Balboa Avenue and Torrey Pines Road was
awarded on August 13th to the R. E. Hazard Con-
tracting Company. This section is 5.4 miles long and
is to be a 46-foot graded roadbed. About one and
one-quarter miles have been graded to date.

The contract for gi-ading a roadbed 36 feet wide
and placing of Portland cement concrete pavement 20
feet by 7 inches is in progress between Pine Valley
and Kitchen Creek on the San Diego-El Centro High-
way. It is expected that this section will be completed
by the end of the year.

A contract for 4.5 miles of 3S-foot graded roadbed
betw^een La Posta Creek and Miller Creek on the San
Diego-El Centro Highway was awarded on May 27th
to the Nevada Contracting Company. Grading is com-
pleted for a distance of about two and three-quarters
miles.

A contract for grading 3.9 miles of 36-foot roadbed
from Kitchen Creek to La Posta and paving with 20-
foot by 7 inches Portland cement concrete was awarded
on June 25th to Basich Bros. About two mUes of
rough grading is completed, and grading is now in
progress on about one mile. This section is on the
San Diego-El Centro Highway.

SAN JOAQUIN COUNTY

We have two contracts under way in San Joaquin
County. The one between Mossdale and Banta, C. W.
Wood, contractor, for grading and cement concrete

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

paviiis m miles, is progressiug satisfactorily. This is
ou the liijfhway botwoon Stockton and Tracy, the main
road to Oakland. Tlie other is for sraditifi and sur-
facing two line chausos on the Hogan Uoad between
Stockton and JNLiuteca — the main highway between
Stockton and Los Angeles. Lilly, Willard & r>iasotti
are the contractors. The work is well nnder way.

SAN LUIS OBISPO COUNTY

Work has been completed on grading and paving
with 20-foot Portland cement concrete pavement
between Cuesta and one and one-half miles south of
Santa Margarita, a distance of 1.9 miles. This project
greatly improved the alignment on the north side of
Cuesta Grade. M. J. Bevanda was the conti-aetor.

A line change 0.2 mile in length, including a 38-foot
timber bridge has just been completed at the north
edge of Santa Margarita, which eliminates a bad curve
at that point. M. J. Bevanda was the contractor.

Work has been completed on resurfacing with bitu-
minous macadam, the Cholame lateral from the Es-
trella River to the Sacramento Ranch, a distance of
about six miles. A. Teichert & Son were contractors.

On the Coast Highway between Atascadero and
Paso Robles, a distance of 9.6 miles, the road is being
reconstructed with a 36-foot roadbed and a 20-foot
asphaltic concrete pavement. In the vicinity of
Gi'aves Creek and Paso Robles Creek, is a major line
change. The existing structure over Paso Robles
Creek will be used, and a new structure has been con-
structed across Graves Creek under supervision of the
Bridge Department. William Lane was contractor on
the bridge and Steele Finley is contractor for the
grading and paving.

In the town of Atascadero a local improvement dis-
trict has awarded the contract to M. J. Bevanda for
street improvements which include completing the
street work full width through the town. This work
is progressing.

Plans are nearly complete for the reconstruction of
the Coast Highway from the Santa Maria River to
Berros Hill, a distance of 7.2 miles.

Surveys have been completed for the reconstruction
of the Coast Highway from San Luis Obispo to Cuesta
Grade.

SANTA BARBARA COUNTY

Ou the Coast Highway near the Ventura County
Line, a new bridge over the Southern Pacific track has
been completetl by Paul M. White, contractor. This
structure is located on a major change of line 2 miles
in length. This work, which is complete, involved
grading a 46 foot roadbed and a Portland cement con-
crete pavement 30 feet in width. McCray Company
of Los Angeles was the contractor.

Bids are being received on placing 4"x3'0" shoulders
consisting of an oiled surface on crusher run base on
the Coast Highway, west of Santa Barbara, between
Eagle Creek and El Capitan Creek, 5.5 miles in
length.

Plans have been completed for the reconstruction
of the Coast Highway through Gaviota Canyon fi-om
Las Cruces to one mile north of Gaviota. 2.8 miles.

Plans are being prepared for the reconstruction of
the Coast Highway from Wigmore to Zaca, a distance
of 4 miles.

Surveys are complete and plans are being prepared
for the reconstruction of a portion of the Cuyama

latei-al frniu the lhii-(l crossing of the Cuyama River to
the Kern County line, a distance of 38.2 miles. A
port inn (tf this i)roject is in San Luis Obispo County.

SOLANO COUNTY

A serious traffic hazard is now removed by the com-
pletion of the grading and surfacing with bituminous
macadam of th(> highway through Jamison Canyon
between Napa County and Cordelia. This job also
involved the moving of several miles of pipe lines
which supi)lies the city of Vallejo.

TUOLUMNE COUNTY

A grading job 1.0 miles long on the Mother liode
Highway, now completed, gives a much improved
entrance to Sonora, "Queen of the Southern Mines."
This road connects the old road with the Columbia-
Sonora Road already paved with asphalt concrete
several years ago. Noble Brothers are the contractors.
A contract for surfacing this job will be advei'tised in
the near future.

Another job in the same vicinity is now completed.
This is the Lilly, Willard & Biasotti contract for
grading and surfacing with oil rock pre-mix of 1.6
miles on the Sonora-Mono Road just east of Sonora.

YOLO COUNTY

Plans and estimate have been made and the state is
preparing to proceed with the improvement of Mullen
crossing of the Southern Pacific Railroad, south of
Woodland. The work to be done consists of grading
and paving with Portland cement concrete pavement
on line change to eliminate the present jagged and
rough crossing. The grading has been completed and
agreement for paving is being prepared. Neon tube
railroad crossing signs will be installed over the road
on each side of the ci-ossing.

The state highway between Bretona and Dunnigan
will be improved next season under contract by J. E.
Johnston. The work will consist of placing bituminous
surface on existing pavement and constructing rock
borders.

YUBA COUNTY

The state highway between Dry Creek and Mor-
rison's crossing is being improved by placing bitumi-
nous macadam surfacing on the existing pavement,
rock borders are to be constructed on each side of the
pavement. The work is being done under contract
by J. E. Johnston.

Says Abie : "Cohen, I've been to the bank to borrow
some money, and they say all I need is that you should
sign to this note your name. Then I can have all the
money I need. Ain't that fine?"

"Abie," says Cohen reproachfully, "you and I have
been friends for many years, and yet you go to the
bank when you need money. Abie, you just go again
to the bank and say that they should sign the note,
and then Cohen will lend you the money !"

40

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Record of B ids and A wards

HIGHWAY BID OPENINGS FROM .
OCTOBER 30 TO NOVEMBER 27 ,

HUMBOLDT COUNTY — Between Dean Creek and
Fish Creek, about 7.3 miles in length to be surfaced
with untreated crushed gravel or stone. Dist. I, Rt.
1. Sec. B. Hemstreet & Bell. Marysville, $33.120 ; E.
C. Coats. Sacramento. .$31,568. Contract awarded to
Englehart Paving Const. Co., Eureka. $27,050.

HUMBOLDT COUNTY— Between Garberville and
Bluff Creek, about 1.2 miles to be graded and surfaced
with untreated cru.shed gravel or stone. Dist. I. Rt. 1,
Sec. B. Contoules Const. Co.. San Francisco, $92,746 ;
W. H. Hauser. Oakland. $107,271; D. McDonald,
Sacramento. $£^.897 ; Tieslau Bros.. Berkeley, $88,178 ;
Mathew Const. Co., Sacramento. $131,192; Kennedy-
Bayles Const. Co., Oakland. $111.704 ; J. E. Johnston,
$96,840; E. C. Coats. Sacramento, $130,737; Young
Bros.. Berkeley, $96,522; C. R. John,son, Portland,
$^.070. Contract awarded to H. H. Boomer, San
Francisco, $74,997.25.

IMPERIAL COUNTY — Undergrade crossing under
San Diego and Arizona R. R. near Coyote Wells, con-
sisting of one single track timber deck with steel
beams about 32 feet long on concrete abutments with
wing walls and 0.19 of a mile graded roadway. Dist.
VIII. Rt. 12. Sec. A. Geo. Herz Co., San Bernardino,
$19.899 ; V R. Dennis Const. Co., San Diego, $19,991 ;
Gist & Bell. Arcadia, $24,030; B. B. Boyd. San
Diego. $17,421; Monarch-Breen, San Diego, $22,466;
Lvuch-Cannon Eng. Co., Los Angeles. $17,810 ; R. E.
Hazard Const. Co., San Diego, $22,505. Contract
awarded to De Waard & Son, San Diego, $14,569.

INYO COUNTY— Between Coso Junction and
Olancha, 21.3 miles to be graded and surfaced with
oil treated crushed gravel or stone. Dist. IX. Rt. 23,
Sees. H and I. Isbell Const. Co., Fresno, $282,543;
G. W. Ellis, Los Angeles, $240,255 ; Hemstreet & Bell,
Marysville, $272,376; V. R. Dennis Const. Co., San
Diego, $26,083. Contract awarded to Allied Con-
tractors, Inc., Omaha, Neb., $239,792.50.

KERN COUNTY— Between Pentland and San
Emigdio Road, 12.2 miles to be surfaced with oil
treated crushed gravel or stone. Dist. VI, Rt. 57, Sees.
B-C. Hartman Const. Co., Bakersfield, $59,607; Hem-
street & Bell, Marysville, $63,137 ; V. R. Dennis Const.
Co., $72,372; Tie.slau Bros., Berkeley, $57,774. Con-
tract awarded to L. A. Decomposed Granite Co., Los
Angeles, $50,379.40.

KERN COUNTY— Between 5 and 7 miles east of
Lost Hills, 2 miles of grading and surfacing with bitu-
minous macadam. Dist. PI, Rt. 33, Sec. C. M. J.
Bevauda, Stockton, $47.073 ; Grier and Taylor, Oak-
land, $54,689; Tieslau P.ros., Berkeley, $55,925; Pa-
cific Pavement Co.. San Franci.sco. .$48,615; J. F.
Shephardson, Bakersfield. $43,846; A. Teichert & Son,
Sacramento, .$47,641. Contract awarded to Hartman
Const. Co., Bakersfield, $41,993.40.

LOS ANGELES COUNTY— Widening of bridge
across San (iabriel River, on Foothill Boulevard, near
Azusa, by constructing ehn'eu 54-foot and one 31-foot
reinforced concrete girder spans and twenty-one 18-
foot timber trestle spans. Dist. VII, Rt. 9, Sec. G.
S. M. Kerns, Long Beach, ${)6,906 ; De Waard & Son,
San Diego. ${>4,462 ; Carpenter Bros.. Inc.. Beverly
Hills. $89,718 ; Whipple Engineering Co., Monrovia.

$94..320 ; Oberg Bros.. T^s Angeles, $91,721. Contract
awarded to Johnson Const. Co., Ix)s Angeles, $88,-
054.95.

LOS ANGELES AND VENTURA COUNTIES—
Between Calabasas and Conejo Summit. 19.6 miles to
be widened with oil-treated rock borders. Dist. VII,
Rt. 2, Sees. C, A and B. Gibbons & Reed Co., Bur-
bank. $62,146. Contract awarded to Southwest Pav-
ing Co., Los Angeles, $51,361.

MARIN COUNTY— Overhead crossing over the
N. W. P. R. R. near Greenbrae, consisting of one 28-
foot and two 21-foot reinforced concrete girder spans
on concrete piers and abutments with wing walls.
Dist. IV, Rt. 1, Sec. C. C. C. Gildersleeve, Felton,
$17,500; MacDonald & Kahn, Inc., San Francisco,
$22,263; J. F. Barrett and H. H. Hilp, San Fran-
cesco, $19,656; McDonald & Maggiora, Sausalito,
$24,001; M. B. McGowan, San Francisc-o, $17,973;
A. T. Howe. Santa Rosa, $17,635; Frederickson and
Watson Const. Co., $19,701. Contract awarded to
Siemer & Kendall, and F. J. Main, San Anselmo,
$17,190.

MARIN COUNTY— Overhead crossing at Cali-
fornia Park over the N. W. P. R. R. One 150-foot
steel truss span on concrete piers, and one 41-foot and
one 28-foot steel beam spans with 686 feet of timber
trestle. Dist. IV. Rt. 1, Sec. C. C. J. Nystedt. Sac-
ramento. $129.800 ; W. L. Proctor, Santa Rosa, $126,-
190 ; Pan Pacific Piling and Const. Co.. Los Angeles,
$145,209; MacDonald & Kahn. Inc.. San Francisco,
$134,716; Rocca & Caletti, San Rafael, $128,518; Lord
& Bishop, Oroville. $123,808; M. B. McGowan, San
Francisco, $126,156; Healey-Tibbetts Const. Co., San
Francisco, $126.780 ; Butte Const. Co., San Francisco,
$125,109. Contract awarded to Frederickson & Wat-
son Const. Co., and Frederickson Brothers of Oakland,
$121,683.

MARIN COUNTY— Bridge across Corte Madera
Creek at Greenbrae on the Redwood Highway, con-
sisting of a bascule span over a clear channel of 40
feet and approximately 855 feet of timber trestle
approaches on pile bents. Dist. IV. Rt. 1, Sec. C.
M. B. McGowan, San Francisco, $188,202; Pan Pa-
cific Piling & Const. Co., Los Angeles, $179,061;
Frederickson & Watson Const. Co., Oakland. $171,-
855; Rocca t& Caletti, San Rafael, $167,958; Lord &
Bishop. Oroville, $168,838 ; C. J. Nystedt, Sacramento,
$166.554 : Fred J. Maurer & Son. Inc., Eureka. $176,-
123 ; Healey-Tibbitts Const. Co., San Francisco, $176,-
735 ; The Duucanson-Harrelson Co., San Francisco,
$166,806. Contract awarded to Butte Construction
Company of San Francisco, $157,339.50.

MENDOCINO COUNTY— Between 2 miles south
of Arnold and the Shei-wood-Laytonville Road. 8.7
miles to be surfaced with imtreated crushed gravel or
stone. Dist. I. Rt. 1, Sees. F and G. Tieslau Bros.,
Berkeley, $37,575; McDonald & Failing, Tres Pinos,
$40,227. Contract awarded to Hemstreet & Bell,
Miirysville, $37,330.

ORANGE COUNTY— Bet^veen Sunset Beach and
Newport Beach. 6.4 miles to be graded or paved with
Portland cement concrete. Dist. VII, Rt. 60, Sec. A.
Matich Bros., Elsinore, $203,100; Jahn & Bressi
Const. Co., Los Angeles, $203,004; C. G. Willis &
Son, Inc., Los Angeles, $208,988; Griffith Co., Los
Angeles. $208,214 ; Sander Pearson, Santa Monica,
.$224,713. Contract awarded to Macco Const. Co.,
Inc., $201,545.14.

ORANGE COUNTY— Cleaning and painting
bridg(! across Santa Ana River, south of Huntington
Beach. Dist. VII. Rt. 60, Sec. A. Industrial Main-
tenance Engineering Co., Los Angeles, $2,600. Con-

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

41

tract awarded to L. A. Saudbhisting Co., Los Augcles,
$2,350.

PLACER AND EL DORADO COUNTIES—
Bridge across the north fork of the Anioricnn River,
2i miles east of Auburu, consisting of 322-foot sus-
pension span with timber trusses and timber deck.
Dist. Ill, Rt. 65, Sec. A. F. H. Nielson, Oriand,
$30,248; E. B. Skeels, Roseville, $20,317; Lord &
Bishop, Oroville, $25,040; Mathews Construction Co.,
Sacramento, $20,995; Butte Construction Co., $20,-
225; M. B. McGowan, San Francisco, $29,930. Con-
tract awarded to Smith Bros. Co., Eureka, $25,245.

SAN BERNARDINO COUNTY— Reinforced con-
crete bridge near Cajini Station, three 20 foot spans
on concrete piers and abutments with wing walls and
0.16 of a mile roadway grading. Dist. YIII, Rt. 31, Sec.
B. Oberg Bros.. Los Angeles. $14,458; A. R. & Co.,
Rodeuhamer, Hemet. $17.49<j ; Martin Green, San
Bernardino. $15.018 : George Herz & Co.. San Bernar-
dino. $16,989 ; Gist & Bell, Arcadia, $14.316 ; Franklin
B. Gridley, Pasadena. $18.279 ; \Yhipple Engineering
Co., Monrovia; $14,710. Contract awarded to Pitt-
man & Hippenstiel. Riverside, $13,087.57.

SAN DIEGO COUNTY— Bridge across San Luis
Rey River, near Oceanside, consisting of three 265-
foot steel deck truss spans and two 60-foot stringer
spans on concrete piers and abutments and grading
and paving approaches with Portland cement concrete
and bituminous macadam. Dist. YII, Rt. 2, Sec. C.
Pan Pacific Piling and Construction Co., Los Angeles,
$287,912 ; Carpenter Bros., Inc.. Beverly Hills, $295,-
240; Sharp & Fellows Contracting Co., Los Angeles,
$311,218; Butte Construction Company, San Fran-
cisco, $334,159; Chas. and F. W. Steffgen. San Diego,
$305,062; Edwards, Wildey & Dixon. Los Angeles,
$334,498; S. M. Kerns, Long Beach. $325,965; Lynch-
Cannon Engr. Co., Los Angeles, $291,359. Contract
awarded to Gutleben Brothers, Oakland, $281,542.

SANTA BARBARA— Between Eagle Creek and
El Capitan Creek, about 5.5 miles to be widened with
oil-treated crusher-run base. Dist. V, Rt. 2, Sec. G.
Hunter & Richardson, Santa Barbara, $21,562. Con-
tract awarded to Cornwall Construction Co., Santa
Barbara, $17,483.70.

SHASTA COUNTY— Between Bayha and La
Moiue, 26 miles to be surfaced with untreated crushed
gravel or stone. Dist. II, Rt. 3, Sees. B and C.
Tieslau Bros., Berkeley, $66,886. Contract awarded
to Grier & Taylor, Oakland, $59,941.50.

SHASTA COUNTY— Six timber bridges on
Redding-Alturas lateral at points between 40 and 60
miles east of Redding, bridges varying from one to
seven 19-foot spans on frame bents with concrete
pedestals. Dist. II, Rt. 28, Sees. C and D. F. H.
Nielson. Oriand, $24,464; O. N. Pierce, Portland,
Ore., $19,831; A. Young, $33,270. Contract awarded
to R. B. McKenzie, Red Bluff, $18,653.

VENTURA COUNTY— Between Conejo Creek and
Camarillo, 2.3 miles to be graded and paved with
asphalt concrete. Dist. YII, Rt. 2, Sec. B. Osborn
Co., Pasadena, $45,526 ; Cornwall Construction Co.,
Santa Barbara, $38,288; Southwest Paving Co., Los
Angeles, $43,249. Contract awarde<^l to Griffith Com-
pany, Los Angeles, $38,288.50.

NEW MEXICO — Bidding anew for greater touring
business to the southwest, the highway department
has recently published 50,000 copies of a highway map
of the southwestern states. The map is being dis-
tributed free on request to touring bureaus and indi-
viduals all over the United States.

AWARD OF CONTRACTS

DIVISION OF ARCHITECTURE

NOVEMBER 12 TO NOVEMBER 29

STATE NURSERY near Swingle Station, Sacra-
mento-Davis route; for painting work. Contract
awarded to Zeb Knott of Richmond; price $924.

WARD BUILDINGS, reconstruction of, Mendo-
cino State Hospital, Talmage, for general work. Con-
tract awarded to Sorenson and Haggmark of San
Francisco; price $98,900.

For heating and plumbing work on above building,
contract awarded to Pemberton Heating & Ventilat-
ing Co. of Los Angeles; price $16,200.

For electrical work, same buildings, contract
awarded to Eddy Electric Co., Stockton ; price $2,390.

ADDITIONS TO PUBLIC WORKS BUILDING,
Sacramento, for general work ; contract awarded to
Geo. D. Hudnutt, Inc., Sacramento ; price $12,061.

For complete mechanical work to above building;
contract awarded to Latourrette-Fical Company of
Sacramento ; price $1,853.

SAN DIEGO STATE TEACHERS COLLEGE,
Library and Science Building, for general work ; con-
tract awarded to Pettifer Hunt Company of San
Diego; price, $182,930.

For heating, ventilating and plumbing work, same
building ; contract awarded to Pemberton Heating and
Ventilating Co. of Los Angeles; price, $33,500.

For electrical work, same building, contract
awarded to the American Electrical Construction Com-
pany of Los Angeles; price, $13,498.

TWO BARRACKS BUILDINGS, Veterans' Home,
Napa County, for general work ; contract awarded to
J. F. Shepherd of Stockton ; price $272,030.

For complete mechanical work on the same build-
ing, contract awarded to Latourrette-Fical Company
of Sacramento; price $55,570.

WATER PERMITS AND
APPLICATIONS

Permits to Appropriate Water, Issued by the
Department of Public Works, Division of Water
Resources, During the Month of November, 1929.

LOS ANGELES COUNTY— Permit 3356, Appli-
cation 6325. Issued to Farmers and Merchants
National Bank of Los Angeles, Cal., November 1,
1929, for 0.12 cubit foot per second from Unnamed
Spring in Section 21, Township 7 North, Range 15
West, S.B.M. for irrigation and domestic purposes
on 10 acres.

EL DORADO COUNTY— Permit 3357, Application
6031. Issued to Augusta H. Lemmou, Palo Alto, Cal.,
November 2, 1929, for 200 gallons per day from
Lemmon Spring in Section 11, Township 12 North,
Range 17 East, M.D.M. for domestic purposes. Esti-
mated cost $100.

RIVERSIDE COUNTY— Permit 3358, Application
4751. Issued to Palm Valley Water Company, Palm
Springs, Cal., Novemer 2, 1929, for 900 acre-feet per
annum from Chino Creek in Section 7, Township 4
South, Range 4 East, S.B.M. for domestic purposes.
Estimated cost $2,500.

EL DORADO COUNTY— Permit 3359, Applica-
tion 6092. Issued to Ruth C. Mermod, Fallen Leaf,

42

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

f'al.. Novcmhcf 'I. V.)2U, for 200 gallons per day from
Unnamed Spring iji Section 15, Township 12 North,
Range 17 East. M.D.M. for domestic purposes. Esti-
mate<l cost ^~A).

EL DOKADO COUNTY— Permit .•??.00. Applica-
tion f)(><«. Issued to O. L. Sponsler, Palo Alto, Cal.,
November 2. ]!)2!). for 200 gallons per day from Un-
named Spring in Section 15, Township 12 North.
Tiange 17 East. M.D.M. for domestic purposes. Esti-
mated co.st $50.

THINITY COUNTY— Permit 3361, Application
0211. Issued to Gus A. Tinsley, Salyer, Cal., Novem-
ber 4. l!)2n. for 0 cubic feet per second from Corona
Creek in Section 17, Township (> North, Range 6 East,
H.B., for mining purposes. Estinuited cost $3,000.

EL DORADO COUNTY— Permit 3362, Application
6384. Issued to Tandy & Theis, Richmond. Cal..
November 4. 1029. for 2 cubic feet per second from
Cosumnes River in Section 22, Township 8 North,
Range 10 East. M.D.M., for mining purposes. Esti-
mated cost $250.

SAN BERNARDINO COUNTY— Permit 3363,
Application 6293. Is.sued to R. H. Seals, Lucerne,
Cal.. Novend)er 5. 1929, for 0.5 cubic foot per second
from Unnamed Spring in Section 15, Township 3
North. Range 1 West, S.B.M. for irrigation and do-
mestic purposes on 40 acres. Estimated cost $500.

A:MAD0R county— Permit 3364, Application
6377. Issued to Brooke Realty Company, Sacramento.
Cal.. November 5. 1929. for 0.046 cubic foot per second
from Slate Creek in Section 15, Township 8 North,
Range 11 East. M.D.M., for domestic purposes. E.sti-
mated cost $700.

SAN JOAQUIN COUNTY— Permit 3365, Applica-
tion 6386. Issued to T. Brandt Cross, et al., Stockton,
Cal.. November 6, 1929, for 4.55 cubic feet per second
from San .Ioa(|uin River in Section 9, Township 1
South. Range 6 East. M.D.M.. for irrigation purposes
on 363.9 acres. Estimated cost $5,000.

EL DORADO COUNTY— Permit 3366, Applica-
tion 6414. Issued to Raymond A. Y'oung, Sacra-
mento, Cal., November 6, 1929, for 200 gallons per day
from Unnamed Spring in Section 5, Township 11
North. Range 17 East, M.D.M., for use for domestic
purposes. Estimated cost $25.

SAX BERNARDINO COUNTY— Permit 3367,
Application 601.3. Issued to Oscar W. Peterson,
Helendale, Cal., November 7, 1921), for 0.02 cubic foot
per second from Quail Spring, in Section 10, Town-
.ship 7 North, Range 3 West, S.B.M. , for irrigation
and domestic i)urposes on one acre. Pjstimated c(»st
$7.00.

EL DORADO COUNTY— Permit 3.368, Application
6339. Issued to .Tohn U. Morri.son, Fairplay, Cal.,
November 8, 1929, for 2 cubic feet per second from
Cedar Creek in Section 3, Township 8 North, Range
12 E;ist. M.D.M., for power purposes. Estimated cost
$500.

EL DORADO COUNTY— Permit 3369, Applica-
tion 6275. Issued to Chas. P. and INIyra .7. Eells,
Georgetown, Cal., November 8, 1929, for <l.(»5 cubic
foot per second from Derrick Creek in Section .33,
Town.ship 12 North. Range 11 East, M.D.M. for
irrigation and domestic purposes on 8 acres. Esti-
mated cost .$200.

HUMBOLDT COUNTY— Permit ,3370, Applica-
tion 6309. Issued to .7. F. Brown. Trinidad. Cal.,
November 9, 1929, for 0.1 cubic foot per second from
an Unnamed Creek in Section 35, Township 9 North,
Range 1 West, II. M., for irrigation and domestic pur-
poses on 6 acres.

EL DORADO COUNTY— Permit 3371, Applica-
tion 6404. Issued to George Cunningham, Lotus,
Cal., November 9. 1929, for 2.5 cubic feet per second
from South Fork American River in Section IS,
Township 11 Norrth, Range 10 East, M.D.M. for
mining purposes. Estimated cost $1,200.

RIVERSIDE COUNTY— Permit 3372. Application
6422. Issued to F. Wm. Seggie, Riverside, Cal.,
November 12, 1929, for 0.007 cubic foot per second
from Mountain Lion Spring in Section .36, Township
3 South, Range 2 West, S.B.M. for domestic and
irrigation purposes on 4 acres. Estimated cost .$400.

EL DORADO COUNTY— Permit 3373, Applica-
tion 63.34. Issued to U. S. Eldorado National Forest,
Placerville, Cal., November 13. 1929. for 1000 gallons
per day from unnamed stream in Section 21, Town-
ship 13 North, Range 17 East. M.D.M., for domestic
purposes. J]stimated cost $400.

CONTRA COSTA COUNTY— Permit 3374, Appli-
cation 6213. Issued to E. H. Stephenson, Oakland,
Cal., November 13. 1929. for 0.1 cubic foot per second
from Walnut Creek in Section 26, Township 1 North,
Range 2 West, M.D.M.. for irrigation purposes.

EL DORADO COUNTY— Permit 3375. Applica-
tion 6403. Issued to Lora J. Knight, Santa Barbara,
Cal., November 14, 1929, for 1 cubic foot per second
from Unnamed Spring in Section 21, Township 13
North, Range 17 East, M.D.M., for irrigation and
domestic purposes on 80 acres. Estimated cost $2,000.
VENTURA COUNTY— Permit 3376, Application
5881. Issued to .Tohn H. Dunshee, Ventura, Cal.,
November 14, 1929. for 0.075 cubic foot per second
from Santa Ana Creek in Section 24. Township 4
North, Range 24 West, S.B.M.. for irrigation and
domestic purposes on 6 acres. Estimated cost $750.
LOS ANGELES COUNTY— Permit 3377, Appli-
cation 4223. Issued to Glendora Consolidated Mutual
Irrigation Co., Glendora, Cal., November 22, 1929.
for 40 cubic feet per second from Big Dalton and
Little Dalton canyons in Sections 21 and 20, Town-
ship 1 North, Range 9 West, S.B.M., for domestic
and irrigation purposes on 2463.95 acres. Estimated
cost $4,000.

LOS ANGELES COUNTY— Permit 3378, Appli-
cation 5203. Issued to Glendora Consolidated Irriga-
tion Co., Glendora, Cal., November 22, 1929, for 28.5
cubic feet per second from Big Dalton and Little Dal-
ton canyons in Sections 20 and 21, Township 1 North,
Range 9 West. S.B.M.. for domestic and irrigation
purposes on 24{i3.95 acres. Estimated cost $11,500.
SAN BERNARDINO COUNTY— Permit 3379,
Application 5917. Issued to John C. Baldridge, Lu-
cerne Valley, Cal.. November 23, 1929, for 0.125 cubic
foot per second from Bluebird Spring in Section 25,
Township 5 North. Range 2 West, S.B.M., for use for
irrigation and domestic purposes on 40 acres. Esti-
mat(Ml cost $2,000.

SIERRA COUNTY— Permit 3380. Application
6411. Issued to Standard Mining Co., Downieville,
Cal., November 23. 1929, for 2.5 cubic feet per second
from Sailor Ravine in Section 22, Township 20 North,
Range 10 East, M.D.M., for power purposes. Esti-
mated cost .$2,000.

TRINITY COITNTY— Permit 3381, Application

6273. Issued to ,T. J. Irving, Salyer, Cal., November
27, 1929, for 0.12 cubic foot per second from Swan-
son Creek in Section 29, Township 6 North, Range
6 East, II. M., for irrigation and domestic purposes on
10 acres. Estimated cost $150.

TRINITY COUNTY— Permit 3382, Application

6274. Issued to J. .7. Irving, Salyer, Cal., November
27, 1929, for 3 cubic feet per second from Pony Bar

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

43

Cfcck ill Section 2S. "Powiisliip (> North, Kans'e (> East,
H.M., for miiiiiifj purposos. Estimated cost $50.

KIVEKSIDK COUNTY— Permit 8,S,S,S, Ajipliea-
tioii (5028. Issued to TI. S. San lic>riiardino National
Forest, San Bernardino, Cal., November 2!), 102!». for
O.tMM! cubic foot per second from IVIarion Creelv in
Section 6, Township H Soutli, Kanse 8 East, S.B.RI.,
for domestic purposes.

PLUMAS COUNTY— Permit 38S4, Application
G180. Issued to Mrs. W. II. Day, Orovillo, Cal., No-
vember 20, li)2''J, for 0.2 cubic foot per second from
Jackass Creek in Section Kt, Township 24 North,
Ran.nc 0 East, M.D.M., for dcnnestic and irrigation
purposes on 15 acres. Estimated cost $750.

SISKIYOU COUNTY— Permit 3385, Application
()372. Issued to John S. Werts, Forks of Salmon,
Cal., November 30, 1929, for 0.025 cubic foot per
second from Another Creek, in Section 9, Township 10
Nortli. Kanse 7 East, H.M., for irrigation and do-
mestic purposes on 10 acres. Estimated cost $175.

Applications for Permit to Appropriate Water
Filed With the State Department of Public
Works, Division of Water Resources, During the
Month of November, 1929.

NEVADA COUNTY— Application 6471. Charles
H. Munro, Hobart Building, San Francisco, Cal., for
232.5 cubic feet per second from Middle Fork Yuba
River. Bloody Run Creek and 6 unnamed tributaries,
tributary to Middle Fork Yuba River. To be diverted
in Section 13, Townshpi 18 North, Range 9 East,
M.D.M., for mining. Estimated cost $1,540,000.

MONO COUNTY— Application 6472. Gilbert E.
Humphrey, c/o W. T. Selleck, 213 S. Verdugo Road,
Clendale, Cal., for 25,000 acre-feet per annum from
(1) Adobe Creek, (2) River Springs, and (3) a
series of wells tributary to Hammil Valley. To be
diverted in Sections 20, 24, 11, 12, 13 and 14, Town-
ship 1 North, Range 30 East, M.D.M. , Sections 19,
29. 30, 32, Township 1 North, Range 31 East, M.D.M.,
and Sections 5, 8, 17, 20, 29 and 32, Township 1
South, Range 31 East, M.D.M., for power purposes.

MONO COUNTY— Application 6473. Gilbert E.
Humphrey, c/o W. T. Selleck, 213 S. Verdugo Road,
Glendale, Cal., for 25.000 acre-feet per annum from
(1) Adobe Creek, (2) River Springs, and (3) a series
of wells tributary to Hammil Valley. To be diverted
in Sections 20, 24, 11, 12. 13 and 14, Township 1
North. Range 30 Bast, M.D.M., Sections 19, 29, 30,
32, Township 1 North, Range 31 East, M.D.M., and
Sections 5, 8, 17, 20, 29 and 32, Township 1 South,
Range 31 East, M.D.M., for domestic and irrigation
purposes.

SANTA CLARA COUNTY— Application 6474.
Montezuma Mountain School for Boys, c/o C. M.
Burleson, 444 61st Street, Oakland, Cal., for 1 cubic
foot per second from Bear Creek tributary to Los
Gatos Creek. To be diverted in Section 32, Township
8 South, Range 1 West, M.D.M., for irrigation
purposes.

SAN BERNARDINO COUNTY — Application

6475. Aman Moore, c/o Cement Engr. Company, C.
C. Chapman Building, Los Angeles, Cal., for one cubic
foot per second from Unnamed Spring tributary to
Cajon Valley. To be diverted in Section 2, Township
3 North, Range 7 West, S.B.M., for industrial
purposes.

SAN BERNARDINO COUNTY — Application

6476. Aman Moore, c/o Cement Engineering Co., C.
C. Chapman Building, Los Angeles. Cal., for one cubic
foot per second from Unnamed Spring tributary to

Cjijon \';illey. '^I'o be (liv<'rt('(l in Section 1, Township
3 North, Range 7 West, S.H.M., for industrial
purposes.

INYO COUNTY— Aiiidication 6477. The Ballarat
Mining Corporation, Ballarat I'. O. Box 246, Trona,
Cal., for one cubi(; foot per second from The Cliff
Springs, tributary to Panamint Valley Sinks. To be
diverted in Section 16, Township 21 South, Range 45
East, M.D.M., for mining, milling and domestic pur-
poses.

INYO COUNTY— Application 647S. The Ballarat
Mining Corporation, P. O. Box 246, Trona, Cal., for
0.03 cubic foot |)er second from Post Office; Spring
(Paint Mine) tributary to Panamint Valley Sinks.
To be diverted in Section 12, Township 22 South,
Range 44 East, M.D.M., for mining and domestic
purposes.

MERCED COUNTY— Application 0479. C. L.
Schmidt, c/o C. R. Perrier, Attorney, for 0.6 cubic
foot per second from Dry Creek tributary to Merced
River. To be diverted in Section 13, Township 5
South, Range 12 East, M.D.M., for irrigation pur-
poses. Estimated cost $500.

SAN BERNARDINO COUNTY — Application

6480. Aman Moore, 328 C. C. Chapman Building,
Los Angeles, Cal., for 0.5 cubic foot per second from
Unnamed Spring tributary to Cajon Valley. To be
diverted in Section 12, Township 3 North, Range 7
West, S. B. M., for industrial purposes.

SAN BERNARDINO COUNTY — Application

6481. Aman Moore, 328 C. C. Chapman Building,
Los Angeles, Cal., for 0.5 cubic foot per sec(Hid from
Unnamed Spring tributary to Cajon Valley. To be
diverted in Section 12, Township 3 North, Range 7
West, S.B.M.. for industrial purposes.

SAN BERNARDINO COUNTY — Application
64S2. Aman Moore, 328 C. C. Chapman Building,
Los Angeles, Cal., for 0.5 cubic foot per second from
Unnamed Spring tributary to Cajon Valley. To be
diverted in Section 13, Township 3 North, Range 7
West, S.B.M., for industrial purposes.

EL DORADO COUNTY— Application 6183. Frank-
lin H. Cookinham and A. J. INIinaker, 870 Market
street, San Francisco, Cal., for 0.12 cubic foot per
second from Unnamed Creek tributary to Cosumnes
River. To be diverted in Section 16, Township 9
North, Range 10 East, M.D.M., for mining purposes.
Estimated cost $500.

NEVADA COUNTY— Application 6484. Siberia
Mine, c/o E. B. Frost, Agent, Nevada City, Cal., for
one cubic foot per second from Grizzly Creek tributary
to Middle Fork Yuba River. To be diverted in Sec-
tion 26. Township 18 North, Range 8 East, M.D.M.,
for mining purposes. Estimated cost $2, .500.

YOLO COUNTY— Application 6485. Constant
Angle Arcli Dam Co., c/o Don McKinney, Hobart
Building. San Francisco, Cal., for 200,000 acre-feet
per annum from Cache Creek tributary to Sacramento
River. To be diverted in Section 5, Township 10
North. Range 2 West, M.D.M., for industrial and
domestic purposes. Estimated cost $12.0(W,000.

SUTTER COUNTY — Application 6486. Scott F.
Ennis and Edward S. Brown, Box 304, Sacramento,
Cal., for 60 cubic feet per second from Sacramento
River tributary to Suisun Bay. To be diverted in
Section 15, Township 14 North, Range 1 East,
INI.D.M., for irrigation purposes. Estimated cost
,$41,000.

RIVERSIDE COUNTY— Application 6487. Idyll-
wild. Inc., Idyllwild, Cal., for 0.25 cubic foot per
second from Marion Creek tributary to Strawberry

44

CALIFORNIA HIGHWAYS AND PUBLIC WORKS

Creek. To be diverted in Section (i. Towiisliip 5
South, Ranfje 3 East. S.B.M., for domestic purposes.
Estimatetl cost $2,300.

SAN MATEO COrXTY— Application 6488. C.
S. Crary, c/o A. E. Chandler, 723 Balboa Building,
Second and Market streets, San Francisco, Cal., for
0.15G4 cubic foot per second from La Honda Creek
tributary to San Grejiorio Creek. To be divertetl in
Section 26. Township 6 South, Range 4 West, M.D.M.,
for dome.stic purpose.s. Estimated cost $25,000.

STTTTER COUNTY— Application 6489. M. J.
Newkom and H. E. Newkom. c/o Inman & West,
Lawyers. McLean Building, Sacramento. (3al., for
11.14 cubic feet per second from Feather River tribu-
tary to Sacramento River. To be diverted in Section
35. Township 15 North. Range 3 East, M.D.M., for
irrigation purposes. Estimated cost $4,357.

SUTTER COUNTY— Application 6400. California
F. Hale Estate, c/o Inman & West, Attorneys,
McLean Building, Sacramento, Cal., for 11.14 cubic
feet per second from Feather River tributary to Sac-
ramento River. To be diverted in Section 3, Town-
ship 15 North, Range 3 East. M.D.M., for irrigation
purposes. Estimated cost $4,200.

TRINITY COUNTY— Application 6491. George
E. Waggoner and Robert L. Little, 621 Manchester
Drive, Inglewood, Cal., for 75 cubic feet per second
from Stewart Fork and Deer Creek tributary to
Trinity River. To be diverted in Section 3, Township
36 North, Range 10 West, M.D.M., for power purposes.

TRINITY COUNTY— Application 6492. George
E. Waggoner and Robert L. Little. 621 Manchester
Drive. Inglewood. Cal., for 100 cubic feet per second
from Stewarts Fork and Deer Creek tributary to
Trinity River. To be diverted in Sections 19 and 20,
Township 36 North, Range 9 West, M.D.M., for power
purposes.

TRINITY COUNTY— Application 6493. George
E. Waggoner and Robert L. Little, 621 Manchester
Drive, Inglewood, Cal., for 225 cubic feet per second
from Stewarts Fork, Deer Creek, Owens Creek and
Val Marte Creek, tributary to Trinity River. To be
diverted in Section 6, Township 35 North, Range 9
West, M.D.M., Section 31, Township 36 North. Range
9 West. M.D.M., and Sections 13 and 25, Township
35 North, Range 10 West, M.D.M., for power pur-
poses.

SISKIYOU COUNTY— Application 6494. Consoli-
dated Copper Co., c/o J. F. Reddy, Liberty Bldg.,
Medford, Oregon, for 25 cubic feet per second from
Elliott Creek tributary to Applegate Creek. To be
diverted in Section 22, Township 48 North, Range 11
West, M.D.M., for power purposes.

SISKIYOU COUNTY— Application 6495. Con-
solidated Copper Co., c/o J. F. Reddy, Liberty Build-
ing, Medford, Ore., for 25 cubic feet per second from
Middle Fork Applegate River tributary to Applegate
River. To be diverted in Section 30, Township 48
North, Range 11 West, M.D.M., for power purposes.

HUMBOLDT COUNTY— Application 6496. Mr.
Walter C. Hoffman, Star Route, Areata, Humboldt
County, Cal., for 0.03 cubic foot per second from
Underwood Creek. To be diverted in Section 30,
Township 7 North, Range 1 East, II. M., for irriga-
tion and domestic purposes. Estimated cost $100.

SAN MATEO COUNTY— Application 6497. Ber-
nard Ford, Hillsborough, San Mateo County, Cal., for
0.175 cubic foot per second from El Corte dc Madera
Creek and its tributaries, tributary to San Gregorio
Creek. To be diverted in Sections 5 and 6, Town-
ship 7 South, Range 4 West, M.D.M., for irrigation
and domestic purposes.

SAN MATEO COUNTY— Application 6498. Ber-
nard Ford, Hillsborough, Cal.. for 0.08 cubic foot per
second from El Corte de Madera Creek tributary to
San Gregorio Creek. To be diverted in Section 6,
Townsliip 7 South. Range 4 West, M.D.M., for recre-
ational purposes.

PLACER AND NEVADA COUNTIES— Applica-
tion 6499. Bear River Water and Power Co.. c/o J.
L. Rollins, Colfax, Cal., for 111,020 acre-feet per
annum from Bear River and tributaries, tributary to
Feather River. To be diverted in Section 27, Town-
ship 15 North, Range 9 East, M.D.M., or Section 22,
Township 15 North. Range 9 East. M.D.M., for
power purposes. Estimated cost $2,500,000.

RIVERSIDE COUNTY— Application 6500. United
States National Bank, c/o Farrand and Slosson,
Attorneys, 1028 Pacific Southwest Building, Los An-
geles, Cal., for 5 cubic feet per second from Little
Morongo Creek (surface and underground) tributary
to Whitewater River. To be diverted in Section 24,
Township 1 South, Range 4 East, S.B.M., for irri-
gation purposes. Estimated cost $50,000.

RIVERSIDE COUNTY— Application 6501. United
States National Bank, c/o Farrand and Slosson,
Attorneys, 1028 Pacific Southwest Building, Los An-
geles, Cal., for 8 cubic feet per second from Big Mor-
ongo Creek (surface and underground) tributary to
Whitewater River. To be divertetl in Section 3, Town-
ship 2 South, Range 4 East, S.B.M. for irrigation.
Estimated cost $20,000.

MADERA COUNTY— Application 6502. F. P.
Burris and Associates, c/o J. W. Beebe. Redwood
City, Cal., for 3 cubic feet per second from North
Fork San .Joaquin River tributary to San Joaquin
River. To be diverted in Section 16, Towniship 3
South, Range 25 East, M.D.M., for power purposes.
Estimated cost $750.

PENNSYLVANIA— Traffic studies show that 43.8
per cent of vehicles on state highways go 50 miles or
farther per trip.

MICHIGAN— Detroit is investing $9,000,000 in
street improvements this year. This figure includes
$3,000,000 for widening and resurfacing. Over 100
miles of new street surfacing will be laid down.

OHIO — The National Road east of Springfield is
being widened, a 12-mile section having been let for
$445,000. This is the beginning of a program of
widening this busy artery for its entire distance across
the state.

MINNESOTA— Grading of 28.3 miles of highwaj
on T. II. No. 35 between Ilassman and Hill City
is under way. Five jobs in progress make a total of
56.9 miles of grading. With work put under contract
last spring, this will make a total of 276 miles built
on permanent location this last summer.

"Whyfo' you all name yo' latest baby 'lectricity ?"
"Well, Sam, it's this way — my wife's name is
Dinah, and my name is Mose, and if dynamos don't
make 'lectricity I'd like to know why not."

The Treasury Department received the following
letter :

"I have received your application, but as I already
belong to several good orders I do not care to join
your income tax at this time." — Exchange.

STATE OF CALIFORNIA

Department of Public Works

HEADQUARTERS- PUBLIC WORKS BUILDING, ELEVENTH AND P STS , SACRAMENTO

C. C.YOUNG Governor

B. B. MEEK Director

Corning De Saules Deputy Director

DIVISION OF HIGHWAYS

CALIFORNIA HIGHWAY COMMISSION

RALPH W. BULL, Chairman, Eureka

J. P. BAUMGARTNER, Commissioner, Santa Ana

M. B. HARRIS, Commissioner, Patterson Bldg., Fresno

JOSEPH M. SCHENCK, Commissioner, c/o United

Artists Studio, Santa Monica Blvd., Los Angeles
FRED S. MOODY, Commissioner, 640 Kohl Bldg.,

San Francisco

C. H. PURCELL, State Highway Engineer, Sacramento

GEORGE C. MANSFIELD, Secretary

HARRY A. ENCELL, Attorney, San Francisco

HEADQUARTERS STAFF, SACRAMENTO

G. T. McCOY, Administrative Assistant

L. V. CAMPBELL, Office Engineer

T. E. STANTON, Materials and Research Engineer

FRED J. GRUMM, Engineer of Surveys and Plans

C. S. POPE, Construction Engineer

T. H. DENNIS, Maintenance Engineer

CHAS. E. ANDREW, Bridge Engineer

R. H. STALNAKER, Equipment Engineer

E. R. HIGGINS, Chief Accountant

DISTRICT ENGINEERS

F. W. HASELWOOD, District I, Eureka

H. S. COMLY, District II, Redding

CHARLES H. WHITMORE, District III, Sacramento

J. H. SKEGGS, District IV, San Francisco

L. H. GIBSON, District V, San Luis Obispo

E. E. WALLACE, District VI, Fresno

S. V. CORTELYOU, District VII, Los Angeles

E. Q. SULLIVAN, District VIII, San Bernardino

F. G. SOMNER, District IX, Bishop

R. E. PIERCE, District X, Sacramento

General Headquarters, Public Works Building,

Eleventh and P Streets, Sacramento, California

DIVISION OF WATER RESOURCES

EDWARD HYATT, State Engineer, Chief of Division

J. J. HALEY, Jr., Administrative Assistant

HAROLD CONKLING, Deputy in Charge Water Rights

A. D. EDMONSTON, Deputy in Charge Water

Resources Investigation

R. L. JONES, Deputy in Charge Flood Control and

Reclamation

GEORGE W. HAWLEY, Deputy In Charge of Dams

SPENCER BURROUGHS, Attorney

EVERETT N. BRYAN, Hydraulic Engineer, Water

Rights

A. N. BURCH, Irrigation Investigations

H. M. STAFFORD, Sacramento-San Joaquin Water

Supervisor

GORDON ZANDER, Adjudication, Water Distribution

KATHERINE A. FEENY, Chief Clerk

MABEL FERRYMAN, Secretary

S. T. HARDING, Irrigation and Special Investigations

DIVISION OF ARCHITECTURE

GEO. B. McDOUGALL, Chief, Division of Architecture

P. T. POAGE, Assistant Architect

W. K. DANIELS, Deputy Chief of Division

HEADQUARTERS

H. W. DeHAVEN, Chief Architectural Draftsman

C. H. KROMER, Structural Engineer

CARLETON PIERSON, Specification Writer

C. O. PALM, Chief Clerk

C. E. BERG, Engineer, Estimates and Costs

J. W. DUTTON, General Superintendent Construction

W. H. ROCKINGHAM, Mechanical Engineer

C. A. HENDERLONG, Assistant Mechanical Engineer

W. M. CALLAHAN, Electrical Engineer

DIVISION OF MOTOR VEHICLES

FRANK G. SNOOK, Chief

EUGENE BISCAILUZ, Chief of California Highway

Patrol

DIVISION OF CONTRACTS AND
RIGHTS OF WAY

C. C. CARLETON, Chief

DIVISION OF PORTS

Port of Eureka — F. B. Barnum, Supervisor

Port of San Jose — Not appointed

Port of San Diego — Edgar A. Luce

^

1 STATE HIGHWAYS IN CALIFORNIA SHOWING THE PRIMARY AND SECOND-
! ARY ROAD SYSTEMS AND THE DIVISION OF THE STATE UNDER THE

BREED BILL.

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Rt«. TCTtnJnl

2 N. Liuf S.L.O. rn. toSaiiDii'C.'
4 N. Lino Tulare Co. lo !,<.» Anc.lo.»
^ San Fcnianilo to San Bernardino

10 W. Line Tilbie Co. lo Sef|iu,ii Kal Part

12 San Diejo to El Ceniro

19 Route 9 \V. of riarcmont to Riverside

23 Smipn, lo N. Line Mono fo

26 San Bernardino lo El C'eniro

27 El Centro to Viima

31 San Bernardino to Nevada Line via Barstow
58 Mo.iave to Colorado River via Balstoiv ao't

NeedUii
60 Route 2 near El Rio to Route 2 S, of Saa Juan

Capislrano
(U ilccra lo BlWhe

SECONDARY ROADS 13 SOUTHEKN

COUNTIES ^^

1l' W. Bonndarv Mono Co. to Route 23 SF VITI Xi

33 P.M> RoWes to Route » X. of Bakei>.f;el,r

40 Yovmile Park I,. Ifoiile 23 al Mom, I>nke

43 S.in Bernardino End Pavement to Bear Lake

S« N. Line S. L. O Co. to Cambria

."i? Santa Maria lo Freeman

.'.9 Laneajter to Bailov

61- I,a Canada to Ml. Wihon Road via Arrovtr

Sero

62 A7ii.a to Pine Elot via San Oaliriel

03 Bic Pine lo Oa..i5

\

bT^

m UB^n

y^^ffwff/^, Oivi3lon Northern and Southern Counties accordmg to Breed Bill '

72594 12-29 6600

CALIFORNIA STATE PEINTINQ OFFICE
SACKAMKNTO, 1929

i-^'m

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